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Brakes
The front brake cylinder was changed to the slide pin construction used on the Camry.
ABS (Anti-lock Brake System) was an option on all models without theft deterrent systems. It was basically the same in
construction and operation as that for the '92 Camry and Celica except for the construction of the ABS actuator.
A tandem type brake booster was used with the ABS option, similar to Camry and Celica.
Model
Master Cylinder

Brake Booster

Front Brake

Rear Brake

1993

1992

Type

Tandem

Diameter mm (in.)

20.64 (0.81)
With ABS: 22.22 (0.87)*

Type

Single (exc. ABS)

Single

Size (in.)

9 (ABS: 7 + 8)

Type

Ventilated Disc

Pad Area cm2 (in.2)

47.9 (7.42) x 4

43 (6.67) x 4

Wheel Cylinder Dia. mm (in.)

54.0 (2.13)

51.1 (2.01)

Rotor Size (D x T)** mm (in.)

255 x 22
(10.04 x 0.87)

238 x 18
(9.37 x 0.71)

Type

Leading-Trailing

Lining Area cm2 (in.2)

57.6 (8.93) x 4

Brake Control
Valve

Parking Brake

Wheel Cylinder Dia. mm (in.)

17.46 (0.69)

Drum Inner Dia. mm (in.)

200 (7.87)

Type

Dual-P Valve

Deflection Point of Hydraulic Pressure kPa

2942 (30, 427)
(kgf/cm2, psi)

3432 (35, 498)

Pressure Reduction Gradient

0.25

0.37

Type

Drum

Size mm (in.)

200 (7.87)

Lever Type

Center Lever

ABS (Anti-Lock Brake System)

The ABS controlled the brake fluid pressure applied to the wheel cylinders. That prevented the wheels from locking up during a panic
stop. Aside from the 2-position solenoid valve adopted in the ABS actuator, the basic construction and operation of this system are
the same as those of the '92 Camry and Celica.
The ABS actuator with four 3-position solenoid valves used in the '92 Camry and Celica was replaced by a new type actuator having
eight 2 position solenoid valves in the '93 Corolla. The new ABS actuator was composed of two functionally divided components,
namely the control unit and the pressure reduction unit, as in the previous 3 position solenoid valve type actuator. These two units
had the same function but the control unit had different solenoid valves as shown below:

The pressure holding valve controlled (opened and closed) the circuit between the brake master cylinder and the wheel cylinder. The
brake fluid pressure from the brake master cylinder and the wheel cylinder was turned on and off accordingly.

The pressure reduction valve controlled (opened and closed) the circuit between the wheel cylinder and the reservoir. The brake fluid
pressure from the wheel cylinder to the reservoir was turned on and off accordingly.

Front Suspension
A MacPherson strut type front suspension with an L-shaped lower arm as a strut bar was used, with changes to increase cornering

performance and directional stability:

The lower arm length and shape were changed along with the bushings
The 7A-FE engine models had ball-joint type stabilizer link. It was the same in basic construction and operation as that of the
'91 Corolla models with the 4A-GE engine.

The cross section structure of the lower arm was changed to reduce the unsprung weight. The rear side bushing was now integrated
with the bracket, but in the previous model it used to be separate from the bracket. At the same time, the bushing shape was changed
to provide more precise steering response when driving straight and during cornering, as well as to improve trace characteristics. A
front end bushing with steel inter-ring was used. Its structure was the same as in the previous model.

Rear Suspension
Dual link MacPherson strut type suspension was used at the rear as with previous models. But the following changes were made to
increase steering stability and suspension rigidity:
No. 1 and No 2 suspension arms were increased in both their span and length, as in the '92 Camry.
The central diameter of the coil spring was increased, as in the '92 Camry, to increase the amount of offset of the shock
absorber.
The bushing of No. 2 suspension arm had an inter-ring as in that of the '91 Corolla rarrying the 4A-GE engine.
All models adopted the same front suspension used in the 7A-FE models, which were equipped with a ball-joint type stabilizer
link.

Steering
The rack and pinion steering gear was kept, but the tilt mechanism of the steering column was changed to that of the '92 Camry to
further improve the ease of operation. The support of the steering rack housing and the rubber coupling of the intermediate shaft
were changed for better feel.

Specifications
Model
Steering Type

1993-97

1992

Manual

Power

Manual

Power

Gear Ratio (Overall)

22.7

18.5

24.1

18.7*, 19.1**

Nos. of Turn Lock to Lock

4.09

3.35

4.28

3.27*, 3.35**

142 (5.59)

131 (5.16)

140 (5.51)

131 (5.16)

Rack Stroke mm (in.)

* KOYO SEIKO Product / ** TOYOTA Product

Steering Column
The rubber coupling on the intermediate shaft was changed from the press fit type to the pin type. By fastening the coupling to the
No. 1 intermediate shaft with a pin, rigidity was increased. That provided excellent steering stability and cornering response. The pin
type couplings also reduces noise transmitted from the power steering system to the steering column.

Body
The body was made more rigid by increasing the rigidity of each pillar joint, optimum reinforcement of the spring support section of
the front and rear suspension, increased use of high strength sheet steel, and refinement of the shape and construction of each part.
Light weight and highly rigid high strength sheet steel was used for the engine hood, door panels and members.
Optimizing the construction of joints between panels and the location of reinforcements, utilizing continuity of underbody members,
increasing the size of the member cross-section and reinforcing the suspension installation parts also increased rigidity. The side
member panel was unified, and on doors, reinforcement was added to each joint and a side impact protection beam was used to
provide high rigidity.
Use of anti-corrosion sheet was increased and wax and scaler and PVC (Polyvinyl Chloride) coating was applied to the more
rust-susceptible parts such as the edges of the door and engine hood, and the underbody to improve rust resistant performance.
Two types of anti-corrosion sheet steel were used: galvannealed steel and zinc iron alloy double layer galvannealed sheet steel.
Galvannealed steel was used for many inner panels, engine compartment, etc. Zinc-iron alloy double layer galvannealed sheet steel
was used for major outer panels such as the engine hood, doors and luggage compartment door.

Wax or sealer was applied to the hemmed portions of the engine hood, door panels and luggage compartment door to improve
rust-resistance. The underbody was coated with PCV to a thickness of 0.5 mm (0.019in.) over the entire area and 1.0 mm (0.039 in.)
at panel joints to increase the vehicle's rust-resistance. A chip resistant coat was applied to rocker panels and front and rear wheel
arches to protect them from flying stones.

The noise and vibration level was minimized by using vibration damping sheet in more areas, effective arrangement of asphalt
sheets, use of a multi-layer composite structure and increased use of foamed polyurethane.

A vibration damping sheet steel consisted of an asphalt sheet sandwiched between two sheet steels in a unitary construction for
effective damping of panel vibration and noise.
In all vehicles, the passenger compartment side of the dash panel was fitted with a silencer consisting of a vinyl chloride outer surface
with a backing of felt layers to cut out engine noise.
Resin binding asphalt sheets used under the carpet had 3-layered structure. Asphalt sheet was added to sheet steel, then a heat
hardened resin layer was added on top for binding. Vibration energy caused the asphalt sheet to stretch, and was thus absorbed. The
addition of the resin layer distorted the asphalt sheet. This distortion caused even more vibration energy to be absorbed.

Aerodynamics
To improve aerodynamic performance, flush mounting was used wherever possible, and the following measures were taken:
No.
1

Details
The low, streamlined engine hood leading edge had low air resistance and front lift.

Model
Sedan Wagon
x

The wheel arch design of the fender was changed. The bumper and fender were flush-mounted and well
rounded so that the front side corners provide a smooth air flow.

Flush front pillars and cabin provided smoother wind flow.

Aerodynamic outside rear view mirrors.

A rear window and rear pillars that increased aerodynamic performance without sacrificing roominess.

The high-deck rear compartment door had an aerodynamically advanced rear end.

The tapered rear fender provided smooth wind flow to the back of the vehicle.

The flat wheel cap had excellent aerodynamic performance.

The under shape of the front bumper provided good aerodynamic performance and ingine cooling.

10

The front fender liner with good aerodynamics and brake cooling performance was smoothly connected to the
bumper.

11

The flat bottom of the spare tire case smoothly connects to the rear bumper.

To increase aerodynamic performance and reduce air flow resistance, each part was flush-mounted; minimizing the step and gap at
the engine hood/body and trunk lid/body areas enhanced the appearance and reduced noise and vibration.

The front door window regulator was changed from the X-arm type to the cable type to provide smoother operation and reduce
weight. The rear door still had the singal arm type window regulator.

The front door glass was fitted to the carrier plate, which moves up and down the main guide. The window regulator cables wound
around the drum in the motor, with the cable ended fixed at the top and bottom of the drum. The carrier plate was attached to the
cables and moved up and down in accordance with the movement of the cables.
When the power window motor or window regulator handle was rotated to the up side, the cable at the top of the drum wound in and
the cable at the lower side wound out from the drum an equal extent, causing the carrier plate to rise. When the motor or regulator
handle was rotated to the down side, the operation was reversed and the carrier plate was lowered.

Body Electrical
Daytime running lights and an automatic light shutoff system were added; DRLs were only used in Canada.
The speedometer of this Corolla was cableless, electrical analog type, which was already in the Previa and Camry. The odometer was
changed to the pulse motor driven type. The basic construction and operation of the speedometer and odometer were the same as in
the Previa.

Air Conditioning / Heat

The Corolla had a full air mix type heater and ventilator. The air conditioning was standard equipment on LE grade model for the
U.S.A. and optional on all other models for the U.S.A. and models for Canada. The adoption of a three-passage flow type condenser,
larger electric fan, and drawn-cup type evaporator in the air conditioning increased its cooling efficiency. The fulcrum of the blower
switch was moved further in. This made switch operation smoother, as less effort was required to press the lever.
Model

Performance Specifications

Heat Output (MJ/h [kcal/h]) 15.07 [3600], 17.58 [4200]*

Heater

Air Flow Volume (m3/h)

320.330* in 1993; 300 in 1992

Power Consumption (W)

170 in 1993; 160 in 1992

Heat Output (MJ/h [kcal/h]) 17.58 [4200] in 1993; 15.07 in 1992

Air Conditioning Air Flow Volume (m3/h)

475

Power Consumption (W)

200

No.
1
2
3
4
5
6
7
8
9
10
11
12
13
14

Part Name
Magnetic Clutch Relay
Electric Fan Control Relays
Water Valve
Heater Core
Air Conditioning Amplifier
Evaporator
Blower Resistor
Blower Motor
Triple-Pressure Switch
A/C Idle-Up VSV
Compressor
Electric Fan (Condenser Fan)
Receiver
Condenser

As in the previous models, the three-flow level type heater unit had a pair of air mix control dampers. The heater core was at the
center of the heater unit to minimize ventilation resistance.

The evaporator was the same type of drawn cup type evaporator, with high heat exchange efficiency, which was used in the Corolla
and other models in the past. A 10PA15 type compressor was used, with the same basic construction and operation were the same as
in the previous Corolla. The three-passage flow type condenser had three passages for the refrigerant, resulting in a greater heat
exchanging capability. The condenser fan was the blower type. In combination with the radiator fan, the condenser fan speed was
controlled in three steps (stop, low and high) according to refrigerant pressure and the engine coolant temperature. The basic
construction and operation were the same as in the previous Corolla.

The air conditioning amplifier was mounted on top of the cooling unit. The basic functions of this amplifier were the same as in the
previous Corolla.
All functions were the same as in the previous 4A-FE engined Corolla models. When the blower switch and the A/C switch were
turned on together, the magnetic clutch relay turned on and activated the compressor. When one of the following conditions was met
while the compressor was turned on, the magnetic clutch relay was turned off and stoped the compressor.

1. The refrigerator pressure was too low or too high and the low or high pressure switch of the dual pressure switch was turned
off.
2. The air temperature immediately after passage through the evaporator was detected by the thermistor to be below 30C
(37.4F).
3. "Air conditioning cut" was requested by the ECM* (engine ECU).
When the compressor was operating or was stopped due to a request from the ECM* (engine ECU), an idle-up signal was sent to the
ECM (engine ECU).

Airbags
The SRS (Supplemental Restraint System) airbag, together with the seat belt, was designed to help protect the driver. In a collision,
the airbag sensors detect the shock and if the front-to-rear shock was greater than a specified value, the airbag stored in the steering
wheel pad was inflated instantaneously to help reduce the shock to the driver. The airbag system was controlled by the center airbag
sensor assembly. It had a self-diagnosis function. When it detected a system malfunction, it lighted up the airbag warning light on the
combination meter to alert the driver. The system components, construction and operation were the same as in the Celica. Major
function parts of the airbag are shown below:

Cruise control
This Corolla used the same motor type actuator as that used in the GT-S and All-Trac/4WD grades of the Celica. The basic
construction and system operation were the same as in the Celica, but a tap-down/tap-up control was added, and diagnostic codes
were modified as shown below:
Code No.

Diagnosis

11

Motor on throttle open side was energized continuously.

Excessive current flowed to motor drive circuit.

12

Open circuit in magnetic clutch.

Excessive current flowed to magnetic clutch drive circuit.

13

Potentiometer output signal was abnormal

Open circuit in motor output circuit

21

Vehicle speed signal not sent for 140 msec. or longer.

23

Vehicle speed dropped 16 km/h (10 mph) or more below the set speed during cruising.

32

Short circuit in control switch circuit (to ground).

34

Control switch did not turn off in spite of switching.

41

Malfunction of ECU.

To read the codes, a mechanic would turn the key on, connect terminals Te and E1 of the check connector in the engine
compartment, and watch the power indicator light to count the blinks.
The input signal check mode was set by operating the ignition key, control switch and main switch in the order given below:
1. Turn the ignition key to ON position
2. Push the control switch to SET/COAST or RESUME/ACCEL and keep it there while turning the main switch ON. Then hold
SET/COAST or RESUME/ACCEL position 3 seconds.
3. Check that the power indicator light blinks twice.
Input Signal Check Function

Major Technical Specifications Table

Item

U.S.A.

Body Type
Vehicle Grade

4-Door Sedan
STD

Model Code

No.AE101L-AEMDKA
Overall

Length mm (in.)
Width mm (in.)
Height mm (in.)

Wheel base mm (in.)

Major Dimentions
Tread
and Vehicle
Weights
Effective Head Room
Effective Leg Room
Shoulder Room

Front mm (in.)
Rear mm (in.)
Front mm (in.)
Rear mm (in.)
Front mm (in.)
Rear mm (in.)
Front mm (in.)

1
2
3
4
5
6
7
8
9
10
11

4370 (172.0)
1685 (66.3)
1360 (53.5)
2465 (97.0)
1460 (57.5)
1450 (57.1)
985 (38.8)
942 (37.1)
1304 (51.3)
1378 (54.3)
1374 (54.1)

AE101LAEHDKA
-----------------------

Performance

Engine

Rear mm (in.)
Front mm (in.)
Overhang
Rear mm (in.)
Min. Running Ground Clearance mm (in.)
Angle of Aproach degrees
Angle of Departure degrees
Front kg (lb)
Curb Weight
Rear kg (lb)
Total kg (lb)
Front kg (lb)
Gross Vehicle Weight
Rear kg (lb)
Total kg (lb)
Fuel Tank Capacity l (U.S.gal, lmp.gal)
Luggage Compartment Capacity m3 (cu.ft.)
Max. Speed km/h (mph)
Max. Cruising Speed km/h (mph)
0 to 100 km/h sec.
Acceleration
0 to 400 m sec.
1st Gear km/h
(mph)
2nd Gear km/h
(mph)
Max. Permissible Speed
3rd Gear km/h
(mph)
4th Gear km/h
(mph)
Wall to Wall m (ft.)
Turning Diameter (Outside
Curb to Curb m
Front)
(ft.)
Engine Type
Valve Mechanism
Bore x Stroke mm (in.)
Displacement cm3 (cu.in.)
Compression Ratio
Carburetor Type
Research Octane No. RON
Max. Output (SAE-NET) kW/rpm (HP@rpm)

12
13
14
15
16
17
18
19
20
21
22
23
24
25
26
27
28
29

1358 (53.5)
865 (34.1)
1040 (40.9)
120 (4.7)
18
16
625 (1378)
420 (926)
1045 (2304)
830 (1830)
755 (1664)
1585 (3494)
50 (13.2, 11.0)
0.359 (12.6)
180 (111)
165 (102)
10.4
17.6

------------645 (1422)
--1065 (2348)
----------175 (108)
160 (99)
12.3
19.2

30 46 (28)

65 (40)

31 86 (53)

118 (73)

32 125 (77)

---

33 ---

---

34 5.2 (17.0)

---

35 4.9 (16.0)

---

36
37
38
39
40
41
42

---------------

4A-FE
16-valve DOHC
81.0 x 77.0 (3.19 x 3.03)
1587 (96.8)
9.5 : 1
MFI (EFI)
91
78/5800 (105@5800), 78/5800
43
(100@5800)*

---

Engine Electrical

Chassis

Max. Torque (SAE-NET) N-m/rpm (lb-ft@rpm)

Battery Capacity (5HR) Voltage & Amp. hr.
Generator (Alternator) Output Watts
Starter Output kW
Clutch Type
Transmission Type
In First
In Second
In Third
Transmission Gear Rate
In Fourth
In Fifth
In Reverse
Counter Gear Ratio
Differential Gear Ratio (Final)
Front
Brake Type
Rear
Parking Brake Type
Brake Booster Type and Size in.
Proportioning Valve Type
Front
Suspension Type
Rear
Front
Stabilizer Bar
Rear
Steering Gear Type
Steering Gear Ratio (Overall)
Power Steering Type

44
45
46
47
48
49
50
51
52
53
54
55
56
57
58
59
60
61
62
63
64
65
66
67
68
69

136/4800 (100@4800)
12 - 40, 12 - 48**
840
1.0, 1.4**
Dry, Single Plate
C50
3.545
1.904
1.310
0.969
0.815
3.250
--3.722
Ventilated Disc
L.T. Drum
L.T. Drum
Single, 9", Tandem, 7"+8"***
Dual-P Valve
MacPherson Strut
MacPherson Strut
--STD
Rack & Pinion
22.7, 18.5**
Integral Type

* Only for California specification vehicle.

** Option.
*** With ABS.
**** With Sun Roof.
Also see our drivetrain section featuring transmissions, axles, and driveshafts! and the engine section (at Toyoland)!

----------A131L
2.810
1.549
1.000
----2.296
0.945
3.526, 3.722**
-------------------------