The Corolla cost $4,348 and had 75 horsepower in 1980.
What was the price of a Toyota Corolla in 1988?
How about a Cray supercomputer to condense all this flexibility of choice into something more manageable? Your work is particularly difficult if you’re looking for basic transportation. It’s hell out there on bargain-basement row, as we discovered after spending the past few weeks driving a regular Toyota Corolla and observing the new-car environment. To wit:
The interior is governed by the same design philosophy, which results in furnishings that are straightforward but not austere: a beautifully sculptured instrument panel, tweed upholstery on the seats and door panels, snug-fitting trim, and zero brilliantly painted exposed metal.
Its cost has likewise increased. The sixth generation of the Corolla concept, which is brand-new for 1988, is striving to keep the price below $10,000 in a times of weakening currency and escalating competition. Our base-model test car lost the conflict since it only had four optional upgrades and a $10,593 sticker price. Even without all of the extras, the least expensive Corolla will still set you back close to $9,000.
If you squint, the clean four-door, three-box package you receive for that not so insignificant money resembles a four-fifths Audi 5000. The form is clear and streamlined in terms of aerodynamics, at least visually (the drag coefficient is a mediocre 0.36). The door handles, window trim, mirror housings, and wipers are all flat black, and Toyota’s designers just said no to chrome plating. The grille, bumpers, and filler panel between the taillamps are modestly completed. The Corolla allows the metal sculptors’ skills to stand out by having few nameplates and exterior decorations.
The interior is governed by the same design philosophy, which results in furnishings that are straightforward but not austere: a beautifully sculptured instrument panel, tweed upholstery on the seats and door panels, snug-fitting trim, and zero brilliantly painted exposed metal. Although the carpeting isn’t ankle-deep, it fits well and appears to be sturdy enough to last through numerous owners. The instrument cluster of the standard model, which depends more on warning LEDs than on actual gauges, has a few blank holes as the only indication of interior cost-cutting. The worst of all is the absence of a tachometer, which permanently takes away some of the excitement of having a spirited sixteen-valve engine under the hood.
Despite sharing the same 95.7-inch wheelbase as its predecessor, the new Corolla’s utility has improved thanks to a four-inch increase in total length. The subcompact class is being pushed by this vehicle’s 96 cubic feet of passenger and freight space.
The execution of other interior aspects is excellent. The light and wiper switches are placed on the stalk and simple to use. You can dial in Whitesnake while keeping one eye on the road because the radio controls are high on the dash. Additionally, the heater controls are easily accessible and elevated enough so that they are not tucked below the shifter. There is no hidden button that hinders key removal; the ignition switch is a push-and-twist style.
At least its powertrain is virtually faultless. When you ask the twin-cam engine to cruise at what must be excruciating rpm, it scarcely protests but likes to be slammed with the throttle and transmission. If there isn’t a tach, who knows?
Despite sharing the same 95.7-inch wheelbase as its predecessor, the new Corolla’s utility has improved thanks to a four-inch increase in total length. The subcompact class is being pushed by this vehicle’s 96 cubic feet of passenger and freight space. With a low-profile floor tunnel and plenty of headroom, the rear seat is very roomy. Additionally, the front seats’ tracks are broad enough for feet to slide underneath and the front seatbacks are hollowed out to increase rear knee room. The back seat is sculpted to give two passengers the best support possible, yet a third passenger can fit in and fasten up safely. Thanks to a bumper-level lift-over height, the trunk is spacious in all three directions, flat on the floor, and easy on the sacroiliac.
Most of the good news consists of that. While driving, the new Corolla also receives some excellent reviews, but if you have your heart set on a budget sports sedan, you might want to move on. The values of this Corolla include affordability, usefulness, comfort, and dependability. Few and far between are the driving joy outbursts that its strict personality permits.
At least its powertrain is virtually faultless. When you ask the twin-cam engine to cruise at what must be excruciating rpm, it scarcely protests but likes to be slammed with the throttle and transmission. If there isn’t a tach, who knows? The five-speed transmission’s ratios are evenly spaced, and the shift linkage is among the nicest we’ve seen. With one pinkie’s friction on the knob, you may choose any gear, including reverse.
The engineers were able to calibrate the suspension without a front anti-roll bar because to the Corolla’s high front roll center, which is the only noteworthy component of the chassis design. The automobile has a strut and a coil spring on each corner. Each front wheel is stabilized by a control arm, and each rear wheel is braced by a network of two lateral links, one trailing link, and an anti-roll bar. A special effort was made by the engineers to dampen mechanical noise and reinforce the body structure. Sturdy subframes are installed at both ends, the powerplant is supported by five finely tuned mounts, and the firewall is made up of an absorbent asphalt sandwiched between two sheets of steel.
Corollas with four doors and base trim are cruisers rather than chargers. They excel at what they do. Under most circumstances, its heavy construction, narrow tires, and slightly tuned suspensions provide excellent straight-line stability and a comfortable ride.
The interior of the Corolla is so serene and silent thanks to these efforts and the virtually flush windows that you can drive at 90 mph for hours without upsetting your mother-in-law. The drawback is the weight of subframes and steel sandwiches. We were at a disadvantage anytime some smart aleck drew up beside in a brand-new Honda Civic to put us to the test in our modestly equipped test car, which weighed 2312 pounds. The Corolla’s 11.3 second 060 time makes it a poor street racer.
Our reports on turning and braking are likewise depressing. The Corolla’s thin all-season tires and short wheels result in little dry-road grip. With vigor, turn it into a corner, and it will roll over like a campervan in a gale. We recorded the lowest skidpad limits (0.66 g) and 70-to-zero stopping distances (240 feet), two of the worst results from a new automobile in a number of years. A four-door Corolla can have bigger aluminum wheels and 70-series tires, but only if you upgrade to the LE model, which starts at $10,148.
Corollas with four doors and base trim are cruisers rather than chargers. They excel at what they do. Under most circumstances, its heavy construction, narrow tires, and slightly tuned suspensions provide excellent straight-line stability and a comfortable ride. Of course, your ship is not yet at the port if you’re looking for a twin-cam-to-go at half the regular price. However, if all you require is a transpo-box to relieve the family Bimmer of kid transportation and grocery shopping, feel free to confidently reach for your money.