How to Replace Oil Pressure Switch on 2009-2013 Toyota Corolla! Toyota Corolla Oil Pressure Assay! скачать в хорошем качестве

How to Replace Oil Pressure Switch on 2009-2013 Toyota Corolla! Toyota Corolla Oil Pressure Assay!

amazon link for oil pressure switch- https://amzn.to/4iQZTTZ auto trim removal kit- https://amzn.to/3BjUAvl my favorite toyota car trim removal tool - https://amzn.to/41I5JkF How to Replace Oil Pressure Switch on 2009-2013 Toyota Corolla! Toyota Corolla Oil Pressure Assay! Ride & Handling Historically, one of the Toyota Corolla’s better qualities has been its relatively comfortable ride that’s well-suited to daily commuting. That wasn’t the case with the S model I tested, whose ride quality is closer to the Kia Forte’s taut tuning. The suspension transmits even minor pavement blemishes to the cabin, while bigger bumps produce a noisy jolt. The rough ride and considerable road noise recall an earlier era, when compact cars sacrificed refinement in the name of low-cost motoring. The Toyota Corolla’s body motions are relatively well-controlled when cornering, but unlike the redesigned Focus and the Mazda3, the car has no appetite for fun. Its numb steering is one of the biggest culprits; there’s no feel for what’s happening down at the front tires. I like to drive, but the Corolla did more to dampen my enthusiasm for it than any car I’ve been in lately. Going & Stopping None of the current crop of compact cars is especially quick, but most of them can keep pace with fast-moving urban traffic. The Corolla can, too, but there were times when the four-speed automatic’s gearing made the car feel sluggish. The bigger issue, though, is a lack of drivetrain refinement — an area where competitors like the Elantra and Cruze have raised the bar significantly. The 1.8-liter four-cylinder is a coarse little engine that you always hear, but which never sounds good. The automatic performs one-gear kickdowns with appropriate speed, but if you need a two-gear downshift be prepared to wait a moment for the transmission to make the selection — and for the extra engine noise that accompanies it. Perhaps the oddest element of the Corolla driving experience is the car’s tendency to surge a little while trying to maintain a steady speed (without using cruise control). It wasn’t a one-time thing, either, as I could always count on it happening during my commute when traveling around 50 mph. Whether it’s caused by an overly sensitive gas pedal or something else, it’s the kind of thing that could drive you crazy on a road trip. The only other car I’ve driven that exhibited similar behavior was a Mercury Milan Hybrid I reviewed a few years ago. The Toyota Corolla has long been a fuel-sipping choice in the compact segment, but its EPA-estimated gas mileage has been relatively consistent for the past few years, while the competition has seen big improvements. The 2011 Elantra is rated 29/40 mpg city/highway, and regular versions of the automatic-equipped 2012 Civic are rated 28/39 mpg. The automatic Corolla, meanwhile, gets what now seems like a lackluster 26/34 mpg. Like the steering tuning, the Toyota Corolla’s mushy brake pedal is partially responsible for the car’s dull feel. Cabin Roominess & Style The driver’s seat includes a height adjustment, but I never found an ideal driving position because the steering wheel didn’t tilt low enough for me. Plus, the resting place for your left foot is incredibly small — my foot was constantly sliding off it — and uncomfortable. One of our editors thought the driver’s seat didn’t move back far enough, either. A snug backseat is pretty typical for the compact segment, and the Toyota Corolla is no exception. My knees were pressed into the driver’s seat, which thankfully didn’t have any plastic backing. The backseat doesn’t offer much thigh support, either. I’m 6-foot-1, which is a tough test for a compact, but the Corolla’s rear seat seems tighter than most. Compared with the 2011 Elantra or 2012 Focus, the Corolla’s conservatively styled interior looks bland. Still, all the critical controls are thoughtfully arranged and within easy reach when driving. That said, the cabin has quite a few quality shortcomings — and only a few exceptional characteristics. Perhaps the biggest offender is the air-conditioning controls, which consist primarily of three large dials that rotate with a sloppiness not typically seen in a modern car. Every time you adjust the temperature, fan speed or airflow direction, you’ll be reminded how crude these controls are. The cabin also has quite a bit of hard plastic on the upper door trim and armrests, so no matter where you rest your left arm, it probably won’t find a cushioned surface. There are also rough finishes on the minimally padded center armrest that further diminish the sense of quality, and the urethane steering wheel on our top-level S trim felt out of place on a $20,000-plus car. On the flip side, the optional stereo in our test car showed lots of song information on its screen, it had nicely damped buttons and it included a Bluetooth streaming audio function.