Sports Car International Magazine, July 2003

Affordable Sports: 1985-87 Toyota Corolla GT-S by Nick Pon

Illustration by Steven Cavalieri

The words “Toyota Corolla” aren’t often associated with performance.  While spunky performers like the current SVT Focus, VW GTI and Civic Si break down the barriers between econoboxes and sports cars, the present Corolla remains decidedly on the commuter end of the spectrum.  Yet while the US market has regularly missed out on the various performance versions of the Corolla available elsewhere in the world, one hot-ticket example did manage to slip through.  For the 1985 model year, Toyota sent us a sports version of the rear-drive Corolla called the GT-S.  Available in both coupe and hatch back form, the GT-S has become a cult favorite for autocrossing, canyon carving and drifting competitions. 

Spotting a GT-S can be tricky.  The biggest clue to the sporting model’s identity is the huge “GT-S Twin Cam 16” rocker-panel graphic, but many owners elected to remove these once the 1980s were over. If the graphics are absent, look for body-color bumpers, a restrained front air dam, and a small decal on the tail.  The major changes took place where it counts: under the skin.  Based on the Corolla SR5’s 70-hp SOHC carbureted mill, the GT-S motor was a 1.6 liter, 16-valve, fuel-injected powerplant with twin belt-driven cams.  This motor, known internally as the 4A-GE, also saw duty in the first-generation MR2 and boasted a then-astronomical redline of 7,500 rpm.  Its 115-hp output wasn’t groundbreaking, but combined with a short 4.30:1 diff and relatively light weight, the Corolla GT-S made a very peppy package.  Other special GT-S characteristics include four-wheel disc brakes, unique interior appointments, and an optional limited-slip differential. 

The most difficult part of GT-S ownership is often finding a car in the first place.  The car was only available in the U.S. from 1985-87--  a front-wheel-drive replacement came in 1988—and the GT-S was significantly outnumbered by its more pedestrian SR5 sibling.

In terms of choosing between the two-door coupe and three-door hatchback,  conventional wisdom say the coupe is slightly lighter and stiffer, but there isn’t enough of a difference to justify passing up a nice hatch back.  Variations between model years are also minimal.  You can score a solid GT-S for $2,500-3,000, and a virtually perfect example for under $5k.

Toyotas are known for their reliability, and the GT-S is no exception.  Don’t be surprised if a lot of the cars you find for sale have their original motors now knocking on the 200,000-mile door.  High mileage isn’t a big deal here: A well-maintained 200k engine can and should still pull strongly to the redline, be smoke-free and have even compression across all four cylinders.  Ironically, this rock –solid reliability can be a mixed blessing.  Indifferent maintenance is a common practice amongst GT-S owners.  Despite its toughness, the 4A-GE still needs timing belts, water pumps and regular oil changes like any other motor.  If you have the choice, a hard-driven yet well-maintained GT-S is a better bet than a car that’s been used for basic commuting but neglected.  Other GT-S problem areas include cracked exhaust manifolds, worn out limited-slip units and low-quality interior knobs and gauges.

There’s strong aftermarket support for these cars, and most of the mechanical pieces can be sourced from various independent suppliers.  Parts are generally inexpensive, so be sure to check the cost of replacement versus repair when dealing with tired mechanicals.  As for those busted heater controls and the broken fuel gauge, that just goes with owning a mid-‘80s Japanese car.  As soon as you rev that 4A-Ge to seven grand, all flaws will be forgiven.