Filed under: How-To & DIY
Light
Lets start with making sure we know what we are doing, Webster can help us with this:
Main Entry: pho·tog·ra·phy
Pronunciation:\fə-ˈtä-grə-fē\
Function: noun
Date: 1839:the art or process of producing images by the action of radiant energy and especially light on a sensitive surface (as film or a CCD chip)
Bottom line: You want lots of soft, even and smooth lighting covering all of your subject, not harsh or glaring light that creates shadows.
Camera
Before we even get started, Rule #1: Always set your camera to the highest quality settings. Once that is done, we may continue.
When talking about a camera it is good to start by understanding what it sees. The camera needs significantly more light than your eyes, that is true for all cameras. The purpose of the article is not make myself seem like a pro, but to help you, so I won’t go off on some useless technical discussion. You just have to practice with your camera, take lots and lots of pictures, and when you are done taking lots, take lots more. I couldn’t possibly account for all situations, and cameras, so you’ll have to discover what works best with your set-up on your own.
Here are some settings you should manipulate. Always control the aperature yourself, don’t leave it on automatic. Become familiar with the term aperature, and what it does. Secondly, you should generally use your camera’s flash unit, even in daylight. The need for fill flash is increased by the amount of vertical light you have.
It is important to note that when you use your flash unit in daylight photography you are not adding any light to the picture, you are redistributing it. Taking away glares, and shadows.
Positioning Your Subject
More to come soon…
Filed under: History
The A Series engines are a family of straight-4 internal combustion engines with displacement from 1.3 L to 1.8 L produced by Toyota Motor Corporation. The series has cast iron engine blocks and aluminum cylinder heads. The series began in the late 1970s with the 1A, an SOHC engine with a displacement of 1.5 L. Toyota joint venture partner Tianjin FAW Xiali still produces 1.3 L 8A and recently restarted production of the 5A. In between, many interesting variations were produced, including one of the first 5-valve engines (the 4A) and the 170 hp (127 kW) supercharged 4A-GZE.
Filed under: Car Mechanics
Toyota built their formidable Twin Cam reputation on these engines. Based on the popular T block and R block of the early 70’s, these engines were the envy of all car manufacturers. These engines evolved- from the early stock ohv and sohc variety to the pure high performance G models, then the smog controlled models, and finally the fuel injected and turbo models. Originally the 2TG (1588cc) started at 115 HP, and the 18RG (1968cc) at 145 HP. Both engines had a twin- the 2TGR and 18RGR which had low compression pistons, but identical cylinder heads. In the mid 70’s both the 2TGU and 18RGU saw a further drop in compression, emission controlled carburetors, and shorter duration camshafts. However, the heads were upgraded with bigger valves and hardened valve seats (for unleaded fuel). Horsepower figures typically dropped about 10/15 HP. By the late 70’s, the fuel injected models arrived as the 2TGEU and 18RGEU, to regain all the lost horsepower. These models, despite still shorter duration cams and lower compression, had the best cylinder heads with still bigger valves.
The 3TGTE (1770cc) replaced both engines by 1983. The well-proven head design- now had 2 spark plugs per cylinder and a turbocharger to develop 160 HP. Despite claims of Toyota that the 503 race engine was based on the 3SG design- the bottom end was patterned after the 3T block (which had become wider in the lower block skirt to accommodate the longer stroke crankshaft. The crankshaft saddles are identical!
The competition models of the 2TG and 18RG, developed with parts from TRD saw many worldwide wins for Toyota- Corolla Levins, Sprinter Truenos, and Celica 1600 GTs with the 2TGs. In Asian and European Formula racing, the 2TG in the 1600cc category regularly beat all the other engine manufacturers. The Celica 2000 GTs saw many race and rally victories worldwide, including the European based WRC (World Rally Cup).
In the ultimate WRC Group B series, “the super class” in the World Rally Cup- the 4TGTE (homologation model of the 3TGTE) powered the Celicas of Toyota Team Europe to the Championship. The Group B class was soon cancelled after the general public and some rally entrants protested that the cars were unsafe because of the powerful engines.
The ultimate versions of the 2TG and 18RG were the 151E and 152E. These were not production engines. The heads and blocks were not interchangeable to the production units. (These heads were the design forerunners of the 503E heads.) Both engines had 4-valves per cylinder with either carburetors or mechanical fuel injection. These racing heads were fitted on heavily modified T and R blocks- basically to accommodate the new heads’ chain set-up (for the fuel injection and the dry sump oiling system). Originally they came in the same 1588cc and 1968cc configuration that were targeted to the specific 1600 and 2000 classifications for FIA (Federacion Internationale Automobile) regulations. For the U.S. IMSA (International Motorsport Association) the 152E was bored to 2200 to qualify in the “under 2.5 class”- normally aspirated at 330 HP.
The first race engine based on the 2TG was made by TMC (Toyota Motor Corporation) in 1970 and was known as the 100E. Toyota built about 25 engines with full racing specifications- specially casted head (11111-______) yes, blank numbers!, special intake manifolds, dry-sump oil system, 50mm Mikunis, ND igniter and instrumentation, ND fuel pump and some other trick stuff. Of the 25 engines- 8 went into Corollas (Levin and Trueno), 10 went into Celicas, and the rest were spares. Eventually TOSCO (Toyota Sports Corner) was organized and some parts from this project became available individually. TOSCO later became TRD.
The success of these engines has been greatest in the streets. The Celicas with built 18RG could outrun the 240Zs and Skylines, of that generation. The Levins and Truenos with prepared 2TGs outran all Japanese models and all European Twin Cam models- the Alfa-Romeos, Lancias, including the Lotus Cortinas and Escort Cosworths (of the 16-valve BDA variety. The Toyota Twin Cams was regarded highly by all competitors. It was the envy of the other manufacturer tuners. Some tuners in European formula racing made valve covers with their corporate names, to hide the Toyota origin.
MODIFIYING THE 2TG AND 18RG
The 2TG and 18RG, in all the different varieties- offer immense tuning combinations.
Block: The 2TG blocks were similar to the 2T and 3T blocks of the same year generation. For modification purposes the 3T block is preferred because it has the longer stroke crank, and with a bore-up to 89mm becomes a 2000cc. The later model 2TGEU block is the same as the 3T, and will take the 3T crank with no modifications. The 2TG stock block can be bored to 1750cc, with a similar bore-up to 89mm. To fit the 3T crank in an original 2TG block can be done with a lot of work- grinding the inside of the block skirts to clear the rods. The 2T and 3T cranks are forged. There is also available a 2150cc. using a modified Toyota 4Y crankshaft. The 4Y crank is not forged, but there is an aftermarket steel billet unit. In converting a single cam block to a twin cam, aside from switching over all the front valve train components, the original cam bearings have to be turned and repositioned. You must have a complete donor Twin Cam to do the conversion. Installing the 2TG into any T engined Corolla is a bolt-in deal with no modifications to the crossmember or brackets.
The 18RG block can be bored to 2200cc (92mm) or stroked to 2400cc (using a modified 20/22R crank). No the 18RG head will not bolt on a 20R/22R block! The stroker crank is not recommended. Aside from the very expensive to modify to fit the 18RG block, it seriously cuts into the revving characteristic of the Twin Cam. The 18R blocks did not change that much, but installing into the later model pick-up and Celica will need the newer block that have the extra engine support holes embossed on the sides of the block. Because of the wider variety of models the engines originally came in, there are 4 different oil pans, six different engine brackets. Fitting into specific applications will be a matter of matching the oil pan configuration to the original engine; and the engine brackets to the width of the crossmember. On the older Celicas with the 18R engine- it is a bolt on by using the pan and brackets off the original engine.
Cylinder Head: The early generation 2TG and 18RG heads had the best camshaft profiles and carburetors. They will respond extremely well to porting and big valves. If the block is bored out or the compression raised, longer duration cams will be needed. The mid-generation 2TGU and 18RGU heads had bigger valves, hardened seats, lower duration cams, and problematic carburetors. This is the head to use for turbocharged applications- since the head can be used with the original cams with the hardened valve seals and the (piston) compression is lower. The 2TGEU and 18RGEU had the reinforced heads, bigger valves, and the lowest compression (pistons). The EFI intake can be retrofitted back to carburetors.
The Twin Cam head must only be machined by experienced machine shops. Valve service and installation is very critical. If not properly machined there will be a problem adjusting the shims, valve spring tension, and camshaft timing adjustment. The head must not be surfaced more than 1 mm or .040 in. Please read notes under Recommended Set-ups / Race configuration!
Fuel System: The best performance can be achieved by using Fuel Injection over the carburetors. The standard Toyota ECUs are in short supply, but the most reliable set-up. For the EGU engines- the early 4AG Corolla GTS and MR2 computers can be used, since they operate within the same rpm range. Programmable Fuel Management systems will allow high compression, and radical cams- even turbo. Carburated motors will need Mikunis or Webers- if the stock Mikuni-Solex are not serviceable or to up-grade the GU carbs. For bored-out 18RGs the minimum carburetor size is at least a 44, and 40s will be sufficient for the 2TG up to 2000cc. The chokes must be changed to match the displacement. Turbocharging through carburetors is limited to about 10 psi using a fuel pressure-adjusting regulator. Do not rely on the Toyota mechanical or electric pump- use a low pressure, high volume pump.
Ignition System: The latest generation 2TGEU and 18RGEU use a breakerless distributor. Older units can be up-graded using original Toyota distributor components from later models. Ignition amplifiers and knock sensors must be used to avoid high RPM misfires and detonation. Wire sets that have the original configuration are the best to use- they keep dirt out of the deep sparkplug pockets that may enter the block when the plugs are serviced.
Some Recommended Set-ups:
For Stock configuration- the early model 2TG and 18RG will give the best performance. Update the heads for unleaded fuel. This is ideal for vintage restorations. The 2TGU and 18RGU are also good, but change the carburetors and remove the exhaust air recirculating system. The 2TGEU and 18RGEU can be run with the early Toyota 4AG computers and will be excellent low maintenance fuel injection systems. Since these are high performance engines- assembly specifications are different from the regular variety Toyota single cams. Do not attempt to overhaul without the correct 2TG or 18RG manual! There have been a lot of heads and complete engines destroyed- when an important Twin Cam detail was overlooked even by “expert” Toyota mechanic. Set-up properly these engines will last a long time- like any Toyota engine.
For Modified configuration- Prepare the head with big valves and a good port and polish job, this is the best modification that can be done. The blocks can be bored to 1750cc (2TG) and 2200cc (18RG) without changing crankshafts. The 3T crank can be used in the 2TG to give 2000cc. Avoid stroking both engines beyond these, the loss of RPM capability and inherent internal imbalance are not worth the power gain. Anytime high compression pistons are used- the cams must be replaced to avoid extremely high cylinder pressures- that will call for retarded ignition timing (and a loss of RPM and HP). The stock carburetors should be changed to at least Mikuni 44s or Weber 45s.
For Race configuration- Treat the head to a competition port and polish with the most aggressive cams usable. You may need a custom intake manifold because stock manifolds will be the limiting factor to the port job. The big valves and dual valve springs are mandatory (they are bigger than the largest stock valves). The crankshaft and rods must be prepped- stress reliefed, heat treated, line-bored. Optionally rods may be upgraded to Carillos. Piston clearance is critical since these are high revving engines, follow the piston manufacturers tolerances. Piston valve pockets must also match the camshaft and valves used. The oil pumps in the 2TG and 18RG are different from the single cam models, try to use the original Twin Cam pumps, specially when converting to the 3T block. If available the TRD oil pumps must be used for the 2000cc 2TG. The oil pan has to baffled, specially for race and rally use. For the Full Race set-up use 320 intake and 304 cams. For the Rally set-up use 304 /288 or 304/272 cams. For the Street racer, the 304/304 set-up is very streetable and have a nice mild lobe at idle. It is very discrete! These cams cannot be used with stock pistons!! (The 288/272 cam set-up maybe used with stock pistons, as long as the head has not been cut.) Naturally adjustable gears are needed for the cams.
The fastest 2TG set-up we have done used 330/310 cams with 1750cc pistons. The fastest 18RG used 320/304 cams with 2200cc pistons. If you need a 2-liter engine, use the 2TG (it is lighter and has slightly better Connecting Rod / Stroke geometry. The 18RG will ultimately produce more HP and torque. The Twin Cam engines will respond to tuning like real race engines. Cam timing, ignition, compression ratios, exhaust design, port profiles- all have their own advantages and disadvantages. The most popular set-ups are the 2000cc 2TG and 2200cc 18RG with all camshaft combinations. There are proprietary set-ups that may be used but try these recommendations first. Do not forget water treatment as these aluminum heads will corrode fast- and there are not enough of them left.
If you have a RWD Toyota- these are the ultimate engines to upgrade to. All the popular cars had them as factory options! The late model 16 valves- aside from the 4AG which at one point was available in RWD, are almost impossible to convert because of they were installed at an angle, although we have conversion kits!
Note: The 3TGTE will respond to tuning also. Since it is a turbo- all the turbo tricks will give more power than internal work- aside from the mandatory forged pistons.
Filed under: Car Mechanics
The Toyota T series is a family of inline-4 automobile engines manufactured by Toyota beginning in 1970 and ending in 1985. It started as a Pushrod Overhead Valve (OHV) design and later, performance oriented Dual Overhead Cam (DOHC) variants were added to the lineup. Toyota had built its solid reputation on the reliability of these engines.
The 4T-GTE variant of this engine allowed Toyota to compete in the World Rally Championship in the early 1980s, making it the first Japanese manufacturer to do so.
The bottom end of the 503 Race engine is patterned after the 3T engine. Race engines based on the 2T-G include the 100E, 151E.
- All T engines utilize a timing chain and have a cast iron block with an alloy cylinder head with hardened valve seats and a hemispherical combustion chamber design (HEMI)..
- All T engines are carburated except those with electronic fuel injection, “E” designation.
- All T engines use a 2 valve OHV design except those with a DOHC performance head, “G” designation.
- The 12T/13T has a sub-cylinder directly behind the spark plug that leads into a smaller chamber for emission purposes.
The Toyota T engine series was later replaced by the Toyota A engine series.
T
The first T engine displaced 1407 cc and was produced from 1970 through 1979. Cylinder bore is 80 mm (3.15 in) and stroke is 70 mm (2.76 in).
Output is 86 hp (64 kW) at 6000 RPM and 85 ft·lbf (115 N·m) at 3800 RPM. The more-powerful twin-carburetor T-B was produced for the first six years.
Applications:
- Toyota Corolla E20 series
2T
The larger 1588 cc 2T was produced from 1970 through 1984. Cylinder bore is 85 mm (3.35 in) and stroke is 70 mm (2.76 in).
The 2T engines are usually coupled with either a T40 4 speed/T50 5 speed manual transmission, or an A40 3 speed automatic transmission.
Output for the early 2T-C bigport design is 102hp which is also due to different SAE testing methods, while the later version is 75 hp (56 kW) at 5200 RPM and 87 ft.lbf (117 Nm) at 3600 RPM. The twin-carb 2T-B produces 90-105 hp (67-78 kW) and 85-102 ft·lbf (115-138 N·m). Applications:
- Toyota Corolla E20 through E30 series
- Toyota Carina A10 through A60 series
- Toyota Celica A20 through A60 series
- Toyota Corona T70 series
- Daihatsu Charmant
This engine was also commonly used in Australian Formula Two race cars during the 1970s and 1980s, where they typically made between 180 and 200hp. The 1979 championship was won by a Toyota 2T powered Cheetah mk6. In 1984 Peter Glover borrowed a Cheetah mk7 powered by Toyota 2T for one round. The car won the round and helped secure the championship.
12T
The 1588 cc 12T-U was produced from 1970 through 1983. It produces 88 hp (66 kW) at 5600 RPM and 96 ft·lbf (130 N·m) at 3400 RPM.
Applications:
- Toyota Corolla E30 series
2T-G
The 2T-G, produced from 1970 through 1983, is a DOHC version. Output is 110-125 hp (82-93 kW) and 105-109 ft·lbf (142-147 N·m). Variants include the air-injected 2T-GR, Japan-spec 2T-GU, and fuel injected 2T-GEU. Twin sidedraft carburators were used in non-EFI versions.
The 2T-G was replaced by the 4A-GE in most applications.
Applications:
- Toyota Corolla Levin E20 through E70 series
- Toyota Celica A20 through A60 series
- Toyota Carina A40 and A60 series
Like the 18RG (2.0L) the 2TG was considered the flagship engine of Toyota’s 1600 class until it was superseded by the 4AGE in the 1980s. The 2TG is still a popular engine for conversions in to ‘classic’ Celicas and Corollas and are often suitable for classic and formula racing series.
All 2TG cylinder heads were cast by Yamaha, however, some are not marked as such.
When bored out to a maximum of 89mm and in combination with a 3T crankshaft, the 2T and 2TG will have a displacement of almost 2.0L. The 2T and 3T series use the same conrod dimensions, with the different pin heights on the pistons. Aftermarket pistons are available from very low (<7:1) through to very high (>13:1) compression ratios.
3T
The 3T displaces 1770 cc and was produced from 1977 through 1985. Cylinder bore is 85 mm (3.35 in) and stroke is 78 mm (3.07 in).
The 3T OHV engines are mated to either of a T40 4 speed, T50 5 speed manual transmission, or an A40 3 speed, or A40D 4 speed automatic transmission.
Output ranges from 70-105 hp (52-78 kW) and 93-120 ft·lbf (126-162 N·m) between the California 3T-C and Japan-spec fuel injected 3T-EU.
Applications:
- Toyota Corolla E70 series
- Toyota Corona T130 series
- Toyota Celica A60 series
13T
The 1770 cc 13T-U was produced from 1977 through 1982. It produces 95 hp (71 kW) at 5400 RPM and 109 ft·lbf (147 N·m) at 3400 RPM.
Applications:
- Toyota Corolla T-18
3T-GTE
The 3TGTE is the most performance orientated version of the 3T engine. It features a twin-spark (two spark plugs per cylinder) design, is mated to a W55 5speed transmission, and is turbocharged with a Toyota CT-20 Turbo to generate 160 hp (119 kW) at 6000 RPM and 152 ft·lbf (206 N·m) at 4800 RPM.
Applications:
- Toyota Celica A40 and A60 series
- Toyota Carina A60 series
- Toyota Corona T140 series
4T-GTE
This is the version of the T family which powered Toyota’s Group B and World Rally Championship cars. In race trim it is a 2090cc high-performance DOHC engine with a KKK/K27 turbocharger, electronic fuel injection, and a twin-spark ignition system, which produces 370 to 600 hp depending on race trim. The road going homologation version produces 180HP.
Applications:
- Toyota Celica Twincam Turbo TA64
- Toyota Celica “IMSA GTO”
- Toyota 83C
- Toyota 84C
- Toyota 85C
- Toyota 86C
- Eagle Mk I
Filed under: Car Mechanics
The Toyota K series was a straight-4 engine produced from 1966 through 1988. It was a 2-valve pushrod engine design, a rarity for the company.
All K series are non-crossflow engines — the inlet and exhaust manifolds are on the same side. They have cast iron blocks and aluminium alloy heads, with a crankshaft supported by 5 main bearings. With the exception of the 5K, all K engines have solid lifters and 1.5 ratio rockers with an adjustment thread for tappet clearance.
K
The 8-valve OHV 1.1 L (1077 cc) K was produced from 1966 through 1969. A similar K-B was produced from 1968 through 1969, the -B designates twin carburetors.
Applications:
- Toyota Corolla KE1x
2K
The 8-valve OHV 1.0 L (993 cc) 2K was produced from 1969 through 1988. Output in 1984 was 45 hp (34 kW) at 5600 RPM and 49 ft·lbf (66 N·m) at 4000 RPM.
Applications:
- Toyota Publica
- Toyota Starlet
- Toyota 1000
3K
The 8-valve OHV 1.2 L (1166 cc) 3K was produced from 1969 through 1977. Cylinder bore was 75 mm (2.95 in) and stroke was 66 mm (2.6 in). 3K 68ps at 6000rpm. 3K-BR 74ps at 6600rpm. 3K-B 77ps at 6600rpm and 74ps at 6600rpm (compression ratio of 10 and 9).
The 1969 through 1975 3K-B was a twin-carb version. The California-spec 3K-C (1977-1979) and 3K-H were other available versions.
Applications:
- Toyota Corolla
- Toyota Starlet
- Daihatsu Charmant
- Toyota Kijang/First Generation Toyota Tamaraw
In the Philippines, these engines are sometimes used on locally assembled owner-type jeeps.
4K
The 1.3 L (1290 cc) 4K was produced from 1978 through 1989. Cylinder bore was 75 mm (2.95 in) and stroke was 73 mm (2.87 in). It was a 8-valve OHV engine.
In 1980, the 4K produced 60 hp (45 kW) at RPM. From 1982 through 1984, output was 65 hp (48 kW) at 5600 RPM and 72 ft·lbf (97 N·m) at 3600 RPM.
The 1981 and 1982 California-spec 4K-C produced 58 hp (43 kW) at 5200 RPM and 67 ft.lbf (90 Nm) at 3600 RPM. Torque was up to 74 ft·lbf (100 N·m) at 3400 RPM for the fuel injected 1982 through 1984 4K-E. The Japan-spec 4K-U produced 74 hp (55 kW) at 5600 RPM and 78 ft·lbf (105 N·m) at 3600 RPM in 1982.
Applications:
- Toyota Corolla
- Toyota Starlet
- Toyota Liteace
- Daihatsu Charmant
- Toyota Kijang/Second Generation Toyota Tamaraw
In the Philippines, these engines are also used on locally assembled owner-type jeeps.
5K
The 1.5 L (1496 cc) 5K was produced from 1983 through 1996. Unlike previous K motors, it used hydraulic lifters.
The 5K engine has a displacement of 1486 cc, bore is 80,5 mm, stroke is 73.0 mm.
Applications:
- Toyota Corolla KE74 (Japanese Station Wagon)
- Toyota Hiace KR Van
- Toyota Liteace KM36 Van
- Toyota Kijang
7K
The 1.8 L (1781 cc) 7K was produced in 1983. Cylinder bore was 80.5 mm (3.17 in) and stroke was 87.5 mm (3.44 in). Output was 80 hp (60 kW) at 4600 RPM and 103 ft·lbf (139 N·m) at 2800 Was available with a 5 speed manual & 4 speed automatic transmission. Available in both fuel injected and carburetted configurations. The 7K produces much more power and torque compared to the other K engines however it is a lot less ‘rev happy’ due to having such a large stroke.
Applications:
- Toyota Kijang/Toyota Revo
Filed under: History
The tenth generation of the Corolla was introduced in October 2006. Japanese markets called it the Corolla Axio, with the ASEAN markets retaining the Altis branding. The station wagon retains the Corolla Fielder name.
Filed under: History
The Corolla E120 was the ninth generation of cars sold by Toyota under the Corolla nameplate.
The ninth-generation Corolla (NZE120/ZZE120) first appeared in November 2000 (Japan) with edgier styling and a longer 2600 mm (102.4 in) wheelbase. It is built on a shortened Toyota Vista platform—the Vista being a mid-sized, rather than compact car. From being marketed as a premium compact sedan, to an affordable hatchback, the 9th-generation Corolla was designed as a ‘Global’ automobile to suit different market needs. This was one of Toyota’s most versatile and most popular models ever produced.
The Corolla has also spawned another multi-purpose vehicle, the Matrix, sold in Canada and the United States, which forms the basis of the Pontiac Vibe, which was in turn sold in Japan as the Toyota Voltz.
Filed under: History
The Corolla E110 was the eighth generation of cars sold by Toyota under the Corolla nameplate.
Introduced in May 1995, the eighth generation shared its platform (and doors, on some models) with its predecessor. Due to a recession, Toyota ordered that Corolla development chief Takayasu Honda to cut costs, hence the carry-over engineering.
For the general market, the Corolla was offered in Base, XLi, GLi, and SE-G trim levels.
Filed under: History
The Corolla E100 was the seventh generation of cars sold by Toyota under the Corolla nameplate.
This generation Corolla was larger, heavier, and visually more aerodynamic than the model it replaced, with development chief Dr. Akihiko Saito wanting to develop a ‘mini-Lexus’, after success with that range’s flagship. With its 2465 mm (97 in) wheelbase, the Corolla had moved into the compact size class once occupied by the Corona and Camry.
Filed under: History | Tags: 4A-GE, 4WD, AE92, All-Trac, Cielo, Corolla, E90, GL, GLS, GT-i, GT-S, NUMMI, SE, Semperit, Sprinter, Sprinter Carib, Tazz, Tercel, Toyota, XL
1988-1992 Toyota Corolla (USA)
The Corolla E90 was the sixth generation of cars sold by Toyota under the Corolla nameplate.
All Corollas were front-wheel drive for 1987, with production beginning in May 1987. For general export, the trim levels are Base, XL, GL, SE, and SE Limited. The GT-i was sold in limited numbers in certain countries. The all wheel drive Sprinter Carib wagon used a solid axle rear suspension with coil springs, while the rest used struts all around. The 4WD wagon was sold from 1988 to 1994 and had different bodywork to other Corollas. It was called the All-Trac in the US and sold with the Tercel or Corolla name in some countries. In general, all models depart from the previous generation’s boxy styling, for a more contemporary look and improved aerodynamics.
The Sprinter five-door liftback was called Cielo in Japan, and re-badged as the Corolla in Europe, though for a period in Ireland (and possibly elsewhere) it was badged the “Sprinter GLS”, unusually in cheap-looking decals instead of the metallic-coated plastic badges found on all other Toyotas of the time.
High performance GT-i models are powered by 4A-GE, and offered as 3-door hatchback, sedan, and 5-door liftback. The North American GT-S coupé shared the same engine.
This was awarded the 1988 Semperit Irish Car of the Year.
Japan
The 1.3 liter sedan has 4 speed manual transmission or 3 speed automatic transmission. The only model with 1.5 liter 5A-FHE was SE-Limited G. The 4WD sedan is powered by 1.6 liter 4A-FE. The Sprinter sedan has opera window on the C-Pillar.
The AE92 Levin and Trueno were also fitted with a supercharged engine. It used an SC12 roots type supercharger and a top mounted intercooler that was fed cool air via a scoop on the bonnet. They generated 206 N·m (152 lb·ft) at 4,400 rpm as opposed to the N/a 4A-GE’s 136 N·m (100 lb·ft) at 4,800 rpm.
Japanese market chassis:
- EE90 — Sedan 4-door (DX Custom, TX) 1.3 liter
- AE91 — Sedan 4-door (DX, SE, SE Limited G), wagon 5-door 1.5 liter
- AE92 — 2 door coupé (Levin, Trueno), Sedan 4-door (SE Limited, GT), Hatchback (FX, FX16, FX GT), Liftback (Sprinter GT) 1.6 liter
- AE94 — 4WD sedan 4-door (DX, SE Limited) 1.6 liter
- AE95 — FWD/4WD wagon 5-door (Carib)
- EE97 — FWD wagon 5-door (Std, XL) 1.3 liter
Japanese market engines:
- 2E — 1.3 liter
- 5A-F — 1.5 liter
- 5A-FHE — 1.5 liter
- 4A-FE — 1.6 liter
- 4A-GE — 1.6 liter
- 4A-GZE — 1.6 L (1587 cc) I4, 16-valve DOHC, FI, wide valve angle, supercharger, 165 hp (121 kW) GT-Z
South Africa
A facelifted version of the sixth-generation five-door hatchback was made in South Africa as an entry-level model called the Toyota Tazz from 1996 until July 5, 2006. The Tazz was offered as 130, and 160i. While the three-door was sold as a panel van model there, called the Toyota Carri.
North America
North American production of the sedan took place at NUMMI and Cambridge, Ontario, Canada. These two plants made 279,000 units, making a total of 4.5 million of this generation (AE92) made. The North American models depart from the previous generation’s boxy styling, for a more contemporary look and improved aerodynamics. They feature longer bumpers and small red conspicuity lights on the rear quarter panels. Cabin air exits through stylish vents behind the rear side windows.
A 25th anniversary special edition was produced in 1990, made to commemorate the 25th Anniversary of the Corolla line. It included 25th anniversary emblems on the front fender, embroidered on front seat and a 3-spoke steering wheel.
Minor changes for 1991 model years were Toyota (T) ellipse emblem on the grille, all-red tail lights, door-mounted and manual lap front seat belts, and new wheelcovers for DX. Rear garnish was deleted for the Base model. The LE was only available with automatic transmission.
The North American Corolla coupé with retractable headlights was basically a Sprinter Trueno with different front corner lights and longer bumpers. Trim levels are SR5 and GT-S. The GT-S is powered by 4A-GE engine, and comes with full body kits.
The four-wheel drive All-trac wagon in Base and SR5 trim levels were sold from 1988 to 1992 and had different bodywork to other Corollas. The Corolla All-trac sedan was sold in very small numbers.
The Geo Prizm shared a slightly different body with the Japan-market Sprinter, and built as sedan and liftback. These models were slightly more basic than their Europe/Japan versions.
North American market engines:
- 4A-F — 1.6 L (1587 cc) I4, 16-valve DOHC, carb, narrow valve angle, 95 hp (71 kW)
- 4A-FE — 1.6 L (1587 cc) I4, 16-valve DOHC, FI, narrow valve angle, 102 hp (76 kW)
- 4A-GE — 1.6 L (1587 cc) I4, 16-valve DOHC, FI, wide valve angle, 115 hp (86 kW) GT-S
North American market chassis code & (VIN code): The Japanese built E90 has a JT2 VIN prefix while the NUMMI made E90 has a 1NX VIN prefix and the Cambridge built E90 has a 2T1 prefix.
- AE92 — Sedan 4-door Std (AE91), DX (AE94), LE (AE97)
- AE92 — Coupé 2-door SR5 (AE96), GT-S (AE98 – Trueno – pop-up headlights (Levin has fixed headlights)
- AE92 — FWD wagon 5-door DX (AE94)
- AE95 — 4WD sedan 4-door All-Trac/4wd (AE94)
- AE95 — FWD/4WD wagon 5-door Std, DX, All-Trac (AE95)
Europe
European market engines:
- 2E — 1.3 L (1295 cc), 12-valve SOHC, carb, 74 hp (55 kW)
- 4A-F — 1.6 L (1587 cc) I4, 16-valve DOHC, carb, 95 hp (71 kW)
- 4A-FE — 1.6 L (1587 cc) I4, 16-valve DOHC, FI, narrow valve angle, 102 hp (76 kW)
- 4A-GE — 1.6 L (1587 cc) I4, 16-valve DOHC, FI, wide valve angle, 115 hp (86 kW) GT-S
- 1C-III — 1.8 L (1839 cc) I4 diesel, OHC, 67 hp (50 kW)
European market chassis:
- EE90 — 1.3 Sedan 4-door (XL,GL)
- AE92 – 1.6 Sedan 4-door (GL, GLi, XLi)
- AE92 — 1.6 Hatchback 3-door (GT-i)
- Liftback 5-door based on Sprinter sedan (XL, GL, GT)
The European model Corolla 4-door sedan, 3 and 5-door hatchback, and the wagon basically has the front end of the Japan-spec Corolla FX, except for the all white clearance lights and the “TOYOTA” or the ellipse emblem instead of the “FX” or “GT” of the Japanese model. It has the standard side marker lights and the taillight with the integrated rear foglamp (except for the wagon, which has the rear foglamp on the tailgate.) It also has headlight washers on the XL and the XLi models.
Australia
In December 1988, Toyota formed a joint venture with Holden called UAAI to build and market the Toyota Corolla as the Holden Nova. This agreement paralleled two Corolla generations including both the E90 and E100 series.
Australian market engines:
- 4A-F — 1.6 L (1587 cc) I4, 16-valve DOHC, carb, 95 hp (67 kW) CS, CS Limited, CSX & Spirit
- 4A-FE — 1.6 L (1587 cc) I4, 16-valve DOHC, FI, narrow valve angle, 102 hp (76 kW) XL, SR5, CSi, CSi Limited, Olympic Spirit
- 4A-GE — 1.6 L (1587 cc) I4, 16-valve DOHC, FI, wide valve angle, 135 hp (100 kW) SX & GTi
- 6A-FC — 1.4 L (1397 cc) I4, 16-valve DOHC, carb, narrow valve angle, 81 hp (60 kW) SE
- 7A-FE — 1.8 L (1762 cc) I4, 16-valve DOHC, FI, narrow valve angle, 115 hp (85 kW) Seca RV & Seca Ultima
Australian market chassis:
- E-90 — Sedan, Hatchback (SE)
- E-92 — Sedan, Hatchback, Seca (CS, CSX, Spirit, SE, SX)
- E-93 — Hatchback, Seca (SX, GTi)
- E-94 — Sedan, Hatchback, Seca (CSi, CSi Limited, Ultima)
- E-95 — Wagon (XL, SR5, CSi, Olympic Spirit)
- E-96 — Seca (RV, Ultima)
Note:
- Liftbacks were referred to as Secas on the Australian market
- All 6th generation Corollas were 4 door on the Australian market
- The Corolla 4×4 wagon (Sprinter Carib Wagon elsewhere) was released in mid 1988, Hatchback, Seca & Sedan released mid 1989
- SX is generally AE93 although on rare occasions they are found to be AE92R
- The facelift series 2 models were released in October 1992
- 6A-FC was only found in SE hatchbacks and early SE Sedans
- 7A-FE corollas were AE94 Ultimas in early 1992 and AE96 Ultimas & RV’s in late 92 onwards
| Manufacturer | Toyota NUMMI |
|---|---|
| Also called | Geo Prizm Holden Nova Toyota Corolla Levin (2-door coupe, 3-door hatchback) Toyota Sprinter Cielo (5-door hatchback) Toyota Sprinter Trueno (2-door coupe, 3-door hatchback) |
| Production | 1987–1992 |
| Assembly | Cambridge, Ontario, Canada Fremont, California, United States Toyota City, Japan Durban, South Africa Santa Rosa, Laguna, Philippines Cikarang, Indonesia Altona, Victoria, Australia, Thames, New Zealand |
| Layout | Front engine, front-wheel drive / four-wheel drive |
| Engines | Gasoline: 1.3 L I4 1.5 L I4 1.6 L I4 Diesel: 2.0 L I4 |
| Transmissions | 3-speed automatic 4-speed automatic 5-speed manual |
| Wheelbase | 95.7 in (2431 mm) |
| Length | Sedan: 170.3 in (4326 mm) Liftback & Coupe: 172.2 in (4374 mm) Wagon: 172.0 in (4369 mm)/171.5 in (4356 mm) |
| Width | 65.2 in (1656 mm) 1988 Liftback, Wagon & Coupe: 65.6 in (1666 mm) |
| Height | 1988 Sedan: 52.2 in (1326 mm) Liftback & Coupe: 49.6 in (1260 mm) 1989-1992 Sedan: 52.4 in (1331 mm) AWD Sedan: 53.0 in (1346 mm) FWD Wagon: 54.5 in (1384 mm) AWD Wagon: 55.7 in (1415 mm) |
| Curb weight | 1086 kg (2390 lb) |
1990 Sprinter
Corolla wagon (US)
Corolla 4WD (Australia)
Corolla 5 door hatchback
Corolla coupe (US)
Sprinter Caribbean (Carib) (Japan)
Sprinter Carribean (Carib) (Japan)
Extreme Corolla 