You will find information and history about the ae92 corolla.
Now it burns rubber at the other end.
Toyota is in many ways the General Motors of Japanese carmakers. It has the largest share of its domestic market, it sells its cars through five distinct divisions, and it offers a comprehensive range of vehicles, from entry-level urbo-scooters to mid-engined sports cars to heavy-duty trucks. With so many nameplates to sell and so many market segments to cover, some sharing of powertrains and platforms is inevitable--if for no other reason than to keep the parts numbers from overloading the computers. The latest move in this direction is a common, front-drive platform for all three new models in the 1988 Corolla lineup: the revamped four-door sedan, the new five-door wagon, and the formerly rear-wheel-drive two-door coupe. (the carried-over Corolla FX models share some of the new line's components but are built on a different platform.) The induction of the GT-S coupe and its SR5 sister into the front-drive fold may come as sad news to fans of opposite-lock powerslides and parking-lot doughnuts. In truth however, shifting the coupes' tractive power forward hasn't dramatically altered their personalities or shrunk their performance envelopes.
The SR5 remains the wallflower coupe, while the GT-S is the one with the fun moves. All the new Corollas benefit from stronger engines, though. Last year, the GT-S, along with the FX16 and the MR2, was equipped with a twin-cam, four-valve-per-cylinder engine, while the other Corollas had single-overhead-cam motors. This year, all the new models are powered by twin-cam engines; the lower-order Corollas now have 90 hp on tap, while the GT-S, with a freer-breathing head and port fuel injection rather than a carburetor, has 115 hp under its hood. For trivia buffs, the engine in last year's GT-S produced three less horsepower; the extra power in the new model is a result of minor induction tuning and new fuel injectors. The GT-S is further distinguished from the other new Corollas by disc brakes at all four wheels (the rest have drums at the rear), a gearbox with a taller first gear and a shorter final-drive ratio, variable-ratio rack-and-pinion steering (the others get a straight ratio), and bigger wheels and tires. The front-drive platform common to all the new Corollas gives the GT-S and the SR5 a slightly longer wheelbase than they had last year, up from 94.5 to 95.7 inches. Both models are longer and wider, too, and their rooflines are a remarkable three inches lower. The new coupe body has a more pronounced wedge shape and a cleaner overall look; although the genetic link to the previous model is unmistakable, the package is clearly evolving in the right direction. As the sportier of the two coupes, the GT-S wears rocker-panel extensions, a rear spoiler, and "GT-S Twin Cam 16" decals on both doors. The GT-S and the SR5 both have pop-up headlights while the rest of the line gets fixed lamps.
The GT-S's interior is a comfortable, sporty environment, but we regret to say that we've seen it all before. Although massaged and freshened up, the cabin is distinctly familiar both in its general layout and in its design details. Since the car is all new this year, the feeling of déjà vu is a little eerie.
Not that there is anything really wrong with this interior. Hyundai would kill for the GT-S's cockpit. Itemize the pieces and everything looks aces. The steering wheel is thick and grabbable; the shifter works flawlessly (the GT-S is available only with a five-speed); the analog instruments, including a wildly optimistic 150-mph speedo, are eminently readable; the pedals are easy to play with; and all the controls are ready to be punched, twisted, and flicked without any major effort or threat of bone fractures. It's just that there is a Stepford Wives perfection about the cabin: the smile is nice, but the eyes are as neutral as a blank TV screen. It's as if all the requirements had been reduced to numbers, processed by a computer, and fed into a cockpit-milling machine. It's not the kind of interior you can warm up to.
The rest of the package suffers from no such problem. Toyota's 4A-GE twin-cam, sixteen-valve motor has got to occupy an honored place in the heart of any rev-happy right-pedal crusher. It has enough soul to meet the spiritual needs of a dozen blues bands, plus enough get-down, stay-up-late, to-hell-with-the-neighbors energy to land you in jail for disturbing the peace. It may not start howling until about 3500 rpm, but the ride from there to the 7700-rpm redline is the automotive equivalent of a backstage seat at a Mötley Crüe concert. And the five-speed is as good as gearboxes get. Toyota and Honda seem to have a lock on the front-drive shifter franchise, and they're not telling anybody how they do it.
The powertrain delivers performance that lives up to the GT-S's sporty looks. Power is distributed to the contact patches without much torque steer, at least on dry pavement. Part of the credit for that goes to the wider front track, up from 53.3 to 56.9 inches. And even though the new GT-S weighs in at a hefty 2495 pounds, it packs enough guts to zip you from 0 to 60 mph in 8.5 seconds. It top speed is an excellent 119 mph, thanks to the combination of low drab (a Cd of 0.33) with the 115-hp engine. The GT-S has braking power to match: in our 70-to-0 mph tests, it consistently stopped in 186 feet with little or no fade.
The suspension, on the other hand, isn't quite up to the killer potential of the powertrain. While the GT-S's ride is as civilized as tea with Chuck and Di (when they're not having one of their tiffs), its behavior through corners is a bit coarse. The GT-S comes with anti-roll bars front and back, 24mm and 14mm, so we can safely conclude that Toyota is at least trying to do right by the car. And its handling balance is nearly neutral. The problem is simply not enough stick. A skidpad number of 0.77 g isn't bad, but any car with "GT" in its name has certain expectations to live up to. We figure the price of admittance should be around 0.83 g. a thicker rear anti-roll bar, slightly stiffer springs, and better rubber ought to do the job. We had two test cars, one with Dunlops and on with Bridgestones, but the GT-S buyer may get Yokohamas or Toyos instead, depending on which brand was delivered the day his car was assembled. Regardless of the name on the sidewalls, all GT-S tires will be 185/60/HR-14s mounted on 5.5-inch wheels.
Living with the GT-S is a comfortable proposition. Like most Toyotas, it keeps the outside world of wind roar and road rumble at bay, thanks to the low-drag body, flush glass, generous wheel travel, ample sound deadening, and suspension bushings that squelch even the smallest vibrations. The front seats are roomy, but the rears don't provide much room for heads and legs; the extra 1.2 inches of wheelbase may not amount to much, but that 3.0-inch height reduction definitely makes a difference. The rear seatbacks fold down individually for access to the trunk, making it easy to carry longish items. Just don't expect the convenience of a hatchback. The trunk opening is on the short side, so the best bet is to insert your two-by-fours through a side door. At a base price of just over twelve grand, this new Corolla is a solid value and a substantial threat to the competition. Although the demise of yet another rear-drive sportster is cause for at least some mourning, the GT-S's mechanical refinement and sleeker bodywork pretty much cancel the loss. If its designers would only cheer up its rather chilly interior, the GT-S would be high on our list of neat cars to own. - Tony Assenza
NOTE: The following article has been reproduced without permission from Car & Driver. This particular article can be found in the February 1988 issue.
Source: www.ae92gts.com
