Ordinary exterior — powerful engine

Press, 27 April 1984, Page 22

Ordinary exterior — powerful engine

By

PETER GREENSLADE

Toyota, one of the world's largest car-makers, has at last come up with a real sports coupe and Toyota New Zeland, Ltd, has imported a few examples to assess the market potential before making a decision regarding New Zealand assembly. The New Zealand company feels that there is probably a market slot for the Corolla GT, for there are many motorists who derive a great deal of satisfaction from owning and driving a car that is a cut above average in performance.

Anyone lucky enough to lay hands on this particular Corolla would have to pay about $24,000 for the privilege of owning what at first sight appears to be quite an ordinary two-door fastback similar in size to a Mitsubishi Cordia coupe. However, its very ordinariness is a cloak for a drive train and running gear that make this car an exceptionally hot property. The heart of it is a new 16-valve, fuel-injected engine that is one of the most advanced power units available, not only in New Zealand, but also in most parts of the world. It features a brand-new block that has been paired with a light alloy head complete with twin overhead camshafts and specially machined pistons. This produces a power output of around 94kW (124bhp) at 6600 rpm to give a top speed of about 193km/h (120 mph A major innovation is the Nippondenso computer-con-trolled fuel-injection system, designed to combine fuel economy with performance. There are two inlet manifold pipes to each pair of inlet valves, one pipe being closed by an inlet control valve. When the engine is revved to more than 4800 rpm, this valve opens to provide the necessary increase in power to take the engine further up the rev band. This makes the Corolla GT a high-revving car, but the engine is turbine smooth, although perhaps rather noisier than is the norm these days. The injection system is designated EFI-D, the first three letters denoting electronic fuel injection and the last standing for the German word “druck,” which means pressure. It refers to a special sensor installed in the intake system to determine pressure in the air intake pipe to allow variations in the fuel-injection rate. It is claimed that the system provides optimum performance and economy for all types of driving, yet removes the need for an air flow meter. Toyota claims that this arrangement makes the car’s injection smoother and more efficient. This is certainly an exceptionally

smooth and free-running engine which never evinces a hint of hesitancy during early-morning cold running, or after warm-up, or in the course of acceleration.

Toyota also says the injection system is easier to install and makes a weightsaving contribution. Many fuel-injection systems are reminiscent of a plumber’s nightmare. The Corolla GT’s under-bonnet aspect is very clean and orderly, and although this car would be best worked on by experts, rather than enthusiastic tinkerers, the mechanic involved should find everything accessible and surrounded by generous working space. Transmission is through an Bin diaphragm clutch, the latest Toyota 5-speed geabox, which has a light and positive shift mechanism, and via a propeller shaft to a limited-slip differential and the rear wheels. The latest Corolla saloons and hatchbacks are front-wheel-drive cars, but the GT is tangible evidence of the Japanese company’s commitment to produce a car for the enthusiast, hence the twin-cam, four-valves-per-cylinder engine and rear-wheel drive. One suspects that it is what it is because Team Toyota Great Britain has been working with its predecessors for some time. For example, Win Percy took the Tricentrol British Saloon Car Championship with a Corolla in 1982 and as recently as last year Per Eklund won the Group A title in the British Open Rally Championship with a similar coupe. The Corolla’s competitions record, in Europe particulary, makes sense of the retention of rear-wheel-drive in the case of the GT version. The rest of the running gear is in keeping with the sporty image. Steering is by rack and pinion. Suspension is by MacPherson struts in front and by coil springs with trailing arms at the rear. The layout ensures firm riding qualities which are an intergral part of this type of car. The interior of the test car was finished in fawn velour and dark brown vinyl. Rear-seat occupants are second-class passengers. There is not much legroom and not much headroom. Nor is there anything to hang on to if the driver gets a bit spirited or the going gets a bit rough. An additional disincentive is provision of only lap belts for rear-seat occupants, although I have no doubt that if this model was put into local assembly Toyota New Zealand would fit lap and sash belts. Instruments and controls are grouped neatly directly ahead of the driver, turn switches, one on either side

of the instrument panel, operating the windscreen wipers and the lights. This is a neat and sensible arrangement, for these controls are clearly labelled and all that remains is a right-hand mounted steering column stalk to control the direction indicators and high and low headlight beam. Speedometer and tachometer, along with petrol, oil and temperature gauges are mounted behind a panel of glare-free glass and there are also warning lights which monitor any possible irregularities such as the hand brake left on, or a door not properly shut. From the foregoing, readers will conclude that this is a selfish driver’s car. The point is emphasised by the arrangements Toyota has made for the comfort of the driver in sharp contrast to the comfort of the passengers. The seat squab is not only adjustable for tilt, but also for lateral support. As the seat back is adjustable for rake, it is a simple matter to attain a really comfortable driving position. However, let me hasten to add that the comfort rating for the front-seat passenger is by no means low. Front seats have inbuilt and easily adjustable headrests. The rather plain and practical interior of this car is a refreshing change from some of the current Japanese offerings. It conveys the impression that what is offered in fittings and furnishings is purposeful rather than just pretty. The feeling is enhanced once the Corolla GT is in motion. Its smooth-running engine begs to be used. The clutch is lighter than one would expect in a car of this type and the gear change is slick, although on first acquaintance it pays to take some care when making changes in the 3-4-5 sector. To get the best out of this car the engine must be kept turning over briskly so that the injection system can work to the full. This means that one really needs to see at least 4500 rpm on the

clock if one is to derive much enjoyment out of the car. It develops its maximum torque, 138 Nm, at 5200 rpm. All the same, it does pull strongly at lower engine speeds and will happily potter along in the direct fifth gear at lOOOrpm. When it is driven as it should be, acceleration is shattering. Toyota claims a zero to lOOkm/h time of 9.5 s and that’is good for a 1600 cu cm car. The firm riding and the not-too-light steering inspire confidence that is not misplaced, for the brakes provide first-rate stopping power and the car runs round corners as if on rails, although on rougher surfaces the live rear axle can cause a touch of bump steer. In other words, the rear end tends to bounce out, rather than slide out or oversteer. However, that is a small penalty to pay for the generally excellent handling qualities and roadability which are aimed fairly and squarely at enthusiasts. The headlights give not only a good spread of light but also exceptionally good

straight-ahead range. Moreover, the transition from full beam to dip does not feel at all dramatic. I was concerned at the outset because I felt that the lights, when dipped, might still be uncomfortable for oncoming drivers, but as no-one registered protest by flicking his lights up to high beam I concluded that they are not troublesome. Although a deep front spoiler and another mounted just below the rear window help to identify the car as being more point than a run-of-the-mill frontdrive Corolla, there is really nothing about it that would cause the man in the street to spare it more than a second glance. When it is on the move, its exhaust note will set it apart from any other Corolla and, indeed, most other cars. The noise is satisfying rather than irritating, although when the engine is asked very serious questions there is not much point in attempting to listen to the news on the very good radio that comes with the car. This is essentially a driver’s car, but it will

carry four people, although the front-seat passenger will be much happier than those occupying the rear seat which, incidentally, is split and can be folded flat wholly or in halves. There is reasonable but uncovered luggage accommodation behind the rear seat, but the bottom lip of the generous hatch is perhaps rather too high for the older and more sedentary types among us to heft in heavier suitcases with reckless abandon. The Corolla GT is a car for the enthusiast and, in the main, the enthusiast is generally younger and stronger. Enthusiasts who are getting on in years will shrug aside the minor inconveniences the Corolla GT imposes. I would go so far as to say that it is the only real sports car I have driven for longer than I care to remember and it is hard to believe it is of Japanese origin. If anything, its flexibility and lack of complaint during prolonged urban running is the only feature that hints at its origin. That is a feature alien to sports cars I once knew.