Another important feature implemented in the Corolla WRC car was its huge suspension travel. Suspension travel is what makes a rally car really efficient on the road. The more of it you have the better. In the Corolla Toyota Team Europe managed to implement a whole 20cm ! of suspension travel. You'd think its an off-road car... By the way, the very limited suspension travel was the major problem that used to plague the Lancia Integrale and continues to handicap the current Mitsubishi Lancer Evolution VI especially at the rear wheels for the latter car. Lancia never managed to provide enough travel in the Integrale's suspension not even in the evoluzione version. Toyota where able to provide that much of suspension travel because the WRC regulations allow major body and suspension modifications in a WRC car that are not possible in GroupA cars such as the Lancia or the Mitsubishi. All the complexity fitted in the new WRC Corolla was subject to problems in racing conditions. Toyota used as many duplicate/alternative/redundant parts as possible in the race car to avoid unpleasant surprises.
The Corolla's anti-roll cage is made up of 48 meters of steel tube. It provides the car's body with additional rigidity and it is quoted to be 30% more rigid than an equivalent Celica body.

A total of 57 Toyota Corolla  WRC cars left the TTE workshops between 1997 and 1999. Among these 33 were used by the works team while the other 24 were sold to private teams.

The Corolla WRC's evolution, throughout its existence, can be summarized as follows:

• 1997: First prototype (chassis number 601) used for tests and development. A total of 13 works cars where manufactured during that year 5 of which were used for testing and development

• 1998: 21 works cars manufactured 7 of which were used for testing and development.  Main differences compared to the previous series comprise: Braking system, new fireproof engine bay, new exhaust manifold, engine electrics and turbo

• 1999: 15 works cars manufactured 2 of which were used for testing and development. Main evolutions include: 3 active differentials, new engine block and head (Lexus derived), new exhaust manifold, new inlet manifold with 4 butterflies, use of more lightweight materials to bring weight down including a aluminum bonnet. The last Corolla WRC ever manufactured was carrying chassis number 639 (chassis numbering was not linear as the highest number is 677)

• 2000: No new cars were manufactured. Some evolutions were applied to already existing ones including a modified suspension layout and a joystick gearlever.

There are still private cars competing in WRC events even though Toyota officially retired from the WRC. These are managed by private teams and are available for renting by private drivers.

Corolla WRC cut-away

The Celica was the last of this breed of rally cars to go out of production. 2wd versions of the Celica will remain in the manufacturer's catalogue but the 4wd turbocharged car is doomed (you know, marketing...). Thus the Celica GTFour joins the Lancia Integrale, Ford Escort RS Cosworth and Audi Quattro (amongst others) in the cemetery of gone kings of the road.

Sadly, in mid 1999, Toyota announced that their competition department, the TTE, would retire from the World Rally Championship to concentrate on F1 racing and CART. The team managed to conquer the World Manufacturer's title for that same year with the Corolla WRC although the car was in desperate need of development. A beautiful ending for the TTE rallying history. Some private teams, like the Italian Grifone, were to still develop the Corolla and participate to some rallies but TTE's announcement effectively meant that Toyota was to stop its rally campaign. Both team's drivers, Didier Auriol who ended up with Seat and Carlos Sainz who signed with Ford, an acquaintance of old had to look for driver seats elsewhere.

Read more about 4WD turbo charged car technicalities here and about their handling and dynamics here.