Retrospective: When Toyota Made Interesting Cars, Part I

Hard to fathom now, but there was a time when Toyota bothered to cater to the enthusiast. They've all but forgotten how to do this these days, what with being way too damn busy making boring hybrids and Camrys for Joe Dullard, but Toyota really used to know how to make dependable, exciting, unique vehicles.

In fact, they used to have a whole slew of vehicles across different markets targeted at people who actually liked to drive!   Most of these cars have been forgotten in the pantheons of automotive history, but they become more interesting in retrospect, when you see that Toyota is completely failing to do this now.  Even in this depressed market, (some) people still want to enjoy driving what they're driving.

This guide basically highlights the good stuff Toyota's brought to market, and how it's modern counterpart fails at the same.

AE-86 (Hachi-Roku) Corolla/Sprinter GT-S

By now, if you've stuck your head into a group of car nerds more than once, you've heard a nerdy Asian kid refer to a "Hachi Roku" - or maybe an "86."  That's usually followed by lots of references to "Dorifto!" and Tofu Delivery.  Nerd appeal aside, the AE-86 Corollas are a shining example of how Toyota is incapable of making a fun, small economical car anymore.

Most people don't know - or have simply forgotten; it's been a while - but the Corolla started out life as a rear-wheel drive vehicle, all the way back in 1966.  It continued on the same basic architecture up until the mid-eighties, as Toyota began to make a gradual change-over to front wheel drive for the Corolla.  However, there was some hangover during the "E80" generation, where some cars were on the new front-wheel-drive chassis, and some were still rear-wheel drive.

The front-wheel-drive Corollas, called the AE81/82, has been pretty much forgotten at this point.  I mean, it's a front-wheel-drive Corolla from the mid-eighties; who cares?  It's the AE85/AE86 chassis that has developed a cult-like enthusiast following.  At first it's hard to understand why; the AE86 isn't particularly fast or attractive.

It's the purity of the chassis underneath that draws car nerds like moths to a lamp, though.  The rear-wheel-drive Corolla Coupe came in two varieties in the US, the SR5 (base model) and GT-S (sports model.)  The base model AE85 used the 4A-C, a 1.6L single-cam 8-valve motor with fuel delivery via a single carburetor, and a thundering 90 horsepower under the hood.  The GT-S is the darling of the group, with the legendary 4A-GE under the hood.  This 1.6L motor sported dual overhead cams, four valves per cylinder, and electronic multipoint fuel injection - which was hot stuff back in the early 80's.

While 115 horsepower doesn't sound like much, it gave the GT-S the punch and powerband it needed to really be entertaining.  Thanks to the GT-S' light weight and near-ideal weight balance, it had the kind of maneuverable, pliable chassis that has been legislated out of existence these days.  The AE86 (at least with a 4AGE) has become the darling of the drifting community, thanks to a few factors: the tuneability of the brilliant 4AGE powerplant, the mass availability of inexpensive replacement parts, and the tail-happy demeanor.  It's not even that the AE86 had sophisticated suspension; MacPherson struts up front and a four-link live axle in the rear were augmented by antiroll bars.  But the well-judged suspension, low curb weight (1,950 lbs!) and overall durability of the AE86 has brought it lasting enthusiast appeal.  Which isn't something that can be said about pretty much any other Corolla after it.

Besides, an uncorked 4AGE with ITB's and a straight exhaust sounds absolutely insane.

httpv://www.youtube.com/watch?v=7iDk3TEPgCA

The AE86-chassis Corolla was replaced by the AE90/92 (shown above), which was pretty unmemorable, although things got interesting in the next generation, when Toyota offered a 5-valve version of the 4A-GE nicknamed the "Silver Top" in the AE101 and AE111 Corolla Levin/Sprinter/Trueno.  This high-revving, high compression (10.5:1 and later 11.0:1) 162bhp 20v motor  has become a popular swap into AE86's, as well as our next topic of discussion, the...

Toyota MR2 (1984-2007)

Toyota's MR2 is best described as "unusual."  It was completely unprecedented - the first Japanese mass-production mid-engine vehicle, it brought the agility and response of a mid-engined sports car to the masses in a way that the vehicles before it (like the Fiat X 1/9, Porsche 914, Lancia Beta Monte Carlo, etc.) failed to do.  It combined Lotus-tuned handling, a world-class powertrain, and light weight with rock-solid Toyota build quality, great fuel economy, and funky styling.

The project started all the way back in 1976, when Toyota embarked about creating a car that was both fun to drive and fuel efficient.  A mid-transverse engine layout was decided on for packaging concerns in such a small car, plus the overall neutrality and light responses a mid-engine layout provided.  Although introduced as a concept car called the SV-3 at the Toyko Auto Show in 1983, the car debuted in Japan in 1984 as the MR2 (which stood for Midship Runabout 2-seater, if you were curious.)

The mechanical underpinnings were fairly simple.  The AW11-chassis MR2 used the engine and transaxle from the AE82 Corolla FX16, a transverse-mounted 1.6L inline-four with a high-flowing 16v head and a revvy, lively nature.  The suspension work was done with assistance of Roger Barker, from Lotus Engineering.

The MR2 received rave reviews when new - testers were astounded by it's light nature, balanced and grippy handling, and go-kart demeanor.  It was fun, but it was also reliable - a killer combination.  The MR2 graced Car & Driver's as well as Road & Track's Ten Best lists for multiple years, was awarded Motor Trend's Import Car of the Year in 1985, and gathered many other press accolades.

Changes were minor, with the exception of the introduction in 1987 of the Supercharged model.  It used a small crank-driven supercharger (equipped with an electric clutch which disconnected the blower at idle and low load to preserve fuel) and generated 145 horsepower.  This knocked the MR2's 0-60 time down from above 8 seconds to below 7, providing a useful increase in speed as well as mid-range passing power.

Toyota updated the aging MR2 in 1990, giving it a slightly larger body with more rounded, organic curves.  The effect was dramatic, turning the Mr2 from a snarky little doorstop into a curvaceous Ferrari impostor - which did good things for sales.

In addition, the new MR2 (called SW20) was packing a lot more punch than the old one.  The base model (SW21 in the US) used Toyota's 2.2L 5S-Fe from the Camry, making 130 horsepower and some decent low-end torque.  Optional in the US was the MR2 Turbo, which had a 2.0L 16v turbocharged inline-four, called the 3S-GTE, making a stout 200bhp.  With this engine and a five-speed, the MR2 Turbo could reach sixty in under 6 seconds, putting it up there with some other rather rapid sports car in it's day.  Other engines were available in other markerts, like the naturally aspirated 2.0L 3S-GE (158bhp) sold in Europe and Japan.  In addition, Japan's MR2 Turbo (Called the GT-S) received a revised turbocharger and engine controls, and produced 256bhp.  This top-spec model could break 100km/h in close to five seconds flat, giving it world-class performance for the time.

This new MR2 was also well-received by the press, although press and customer criticism of the car's tendency toward trailing-throttle oversteer lead to revisions of the rear suspension in 1993 as well as staggered tires, wider in the rear.  Many MR2 enthusiasts say these post-revision cars are less entertaining to drive, but apparently they're a lot more stable.

The MR2 ceased importation to the US in 1995, but has enjoyed a resurgence in popularity lately thanks to it's low entry price, entertaining mid-engine handling, and the easy tweakability of the turbo 3S-GTE motor, which has quite stout internals and responds well to extra boost.

The third generation of the MR2 debuted in 1999, called the ZZW30.  This was the first MR2 that was designed as a convertible, and returned the focus back to light weight.  While the weight of the SW20 MR2 had crept up to 2,780lbs in base models and close to 3000lbs for the turbo with the T-roof and automatic transmission(!), the ZZW30 weighed in at a flyweight 2271lbs.  It was also cheaper: the base price in 2001 was around $22,000, providing genuine sports car thrills for 4-cylinder Accord money.

The styling was unusual, but the car was an absolute joy to drive.  It used the same 1ZZ-FE as the Corollas, a 1.8L 16v I4 with basic variable valve timing.  While it only made 138 horsepower and 125 lb-ft of torque, the low curb weight meant 0-60 only took about 8 seconds.  That was about on par with the Miata, which was what Toyota was aiming for with the third-generation MR2.

The MR2 Spyder was never much of a big seller, certainly not to the degree of the original MR2 in the 80's.  This was due to a few factors: it wasn't that fast, there was next to no luggage space despite having two trunks, and the styling didn't quite gel with everyone who saw it.  Still, it was light, extremely agile, and since it used a Corolla powertrain turned around backwards (again), it was as reliable as death and taxes.

Updates were minor.  The MR2 Spyder received a 5-speed Sequential Manual Transmission (creatively called the SMT) in 2002.  This is generally regarded as the worst sequential manual transmission ever fitted to a road car, which is no mean feat when you take BMW's wretched SMG system into mind.  2003 saw a mild facelift - new headlights, taillights, some new interior trim and additional chassis bracing - as well as a switch to 16" wheels in the back with staggered width.  Finally, a limited-slip differential became an option in 2004.  European market MR2's were denied the 5-speed SMT, but did later get a 6-speed manual to replace the 5-speed.

Sales of the MR2 Spyder were always lower than expected, and the model was discontinued at the end of 2005, along with the Celica line.  No replacement came along - as far as we know, Toyota's given up on the whole MR2 thing.  Which is a shame, because there's a shortage of lightweight, bare-bones mid engine sports cars on the market - by which I mean, none.

Celica GT-4/AllTrac Turbo (ST165, 185, 205)

Toyota's Celica line was in production for 35 years - from 1970 all the way through 2005.  There were an untold number of variations of the Celica, some awesome, some garbage.  Being a sucker for rally specials, though, it's always been the Celica GT-4 that epitomized the Celica line to me.

The GT-Four (AllTrac Turbo in the US) was a Homologation special to certify the Celica GT-4 for competition in the international rally circuit.  Rules dictated a minimum number of road-going production versions of the competition vehicle to qualify it for racing, so road-going GT-4's it was.

The GT-4 was produced in three generations, from 1984 up until 1999.  The first GT-4 was based on the fourth-generation Celica (ST165).  Instead of the dull 1.8L twin-cam four and front wheel drive, the GT-4 received Toyota's hot new 3S-GTE turbo engine.  This stout 2.0L 4 cylinder motor was interesting in that it used an air-to-water intercooler just like the rally cars, rather than a less expensive air-to-air.  The ST165 made 185 horsepower on about 7psi of boost and could accelerate to 100km/h in just under 8 seconds - not bad for 1984.

The ST165 went out of production in 1989, replaced mid-year by the ST186.  The GT-4 still used the 3S-GTE and permanent four wheel drive, but there were a few mechanical changes.  The turbo was upgraded from the single-scroll CT20 to the faster-spooling twin-scroll CT26b.  The intercooler became a top-mounted air-to-air type (sadly)  Power was up to 200bhp at this point thanks to a boost increase to 12psi, which meant the 185 was incrementally quicker than the model it replaced, and top speed was up to 143mph, from 137.

There were a limited number of near rally-spec ST185's built for public consumption, interestingly.  Called the "Carlos Sainz Edition" in the New Zealand market, and the GT-Four Rally elsewhere, these cars came with a super-close ratio gearbox, the air-to-water intercooler, and a stripped interior with no A/C, power steering, power door locks, etc.  The car was sold in both narrow and widebody forms in the domestic market, although all export models were of the widebody variety.

The final GT-Four was introduced in 1993.  This new GT-4 pushed the edge of technology for the rallying world, and the road car benefitted accordingly.  The Air-to-water intercooler was back, and the road cars also had an active water sprayer - although disconnected on the road versions.  Most interesting was the introduction of Anti-Lag technology, which kept the turbo on the boil during shifts to reduce lag.  The system was actually fitted to the road-going GT-4's but was disabled.  Additionally, the GT-4's 3S-GTE was up to 245bhp with a full 1 bar of boost (14.7psi), and weight dropped in the ST205 generation from about 3300lbs down to just above 3000lbs.

The ST205 GT-4 stayed in production up until 1999, when the new (7th generation) Celicas came out, without a GT-4 trim.  Although I'll cover the 7th generation Celica GT-S in the second half of this retrospective, it's worth noting where the GT-4's drivetrain went after the Celica went out of production.  The Japanese-market Toyota Caldina GT-T basically got the ST205's drivetrain - water-cooled 3S-GTE at 1bar of boost, 255 horsepower, four wheel drive -but was only fitted with an automatic!  Still, an interesting side note.

In the next episode, we'll cover the rest of the awesome cars Toyota used to make - including the Supra, Soarer, 7th generation Celica GT-S, and who knows what else!  Stay tuned!

thanks to Patrick Hodges for his photos of that mint ST165 All-Trac, and to turbocelica.nl for general GT-4 information.