21-Nov-10 1993 Toyota Corolla

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1993 Toyota Corolla (US-Spec): technical information

Also see our drivetrain section featuring transmissions, axles, and driveshafts!

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 1993 1992

Type Tandem -
Master Cylinder 20.64 (0.81)
Diameter mm (in.)
With ABS: 22.22 (0.87)*
Type Single (exc. ABS) Single
Brake Booster
Size (in.) 9 (ABS: 7 + 8) 9
Type Ventilated Disc -
Pad Area cm2 (in.2) 47.9 (7.42) x 4 43 (6.67) x 4
Front Brake Wheel Cylinder Dia. mm (in.) 54.0 (2.13) 51.1 (2.01)
255 x 22 238 x 18
Rotor Size (D x T)** mm (in.)
(10.04 x 0.87) (9.37 x 0.71)
Type Leading-Trailing -
Lining Area cm2 (in.2) 57.6 (8.93) x 4 -
Rear Brake
Wheel Cylinder Dia. mm (in.) 17.46 (0.69) -
Drum Inner Dia. mm (in.) 200 (7.87) -
Type Dual-P Valve -
Brake Control Deflection Point of Hydraulic Pressure kPa
2942 (30, 427) 3432 (35, 498)
Valve (kgf/cm2, psi)
Pressure Reduction Gradient 0.25 0.37
Type Drum -
Parking Brake 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:

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21-Nov-10 1993 Toyota Corolla

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.

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21-Nov-10 1993 Toyota Corolla

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.

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21-Nov-10 1993 Toyota Corolla

Specifications

Model 1993-97 1992

Steering Type 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**
142 140
Rack Stroke mm (in.) 131 (5.16) 131 (5.16)
(5.59) (5.51)

* 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.

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21-Nov-10 1993 Toyota Corolla

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:

Model
No. Details
Sedan Wagon

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21-Nov-10 1993was
The front fender liner with good aerodynamics and brake cooling performance Toyota
smoothlyCorolla
connected to the
10 x x
bumper.
11 The flat bottom of the spare tire case smoothly connects to the rear bumper. x x

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.

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21-Nov-10 1993 Toyota Corolla

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. Part Name

1 Magnetic Clutch Relay
2 Electric Fan Control Relays
3 Water Valve
4 Heater Core
5 Air Conditioning Amplifier
6 Evaporator
7 Blower Resistor
8 Blower Motor
9 Triple-Pressure Switch
10 A/C Idle-Up VSV
11 Compressor
12 Electric Fan (Condenser Fan)
13 Receiver
14 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

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21-Nov-10 1993 Toyota 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 30°C
(37.4°F).
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

Motor on throttle open side was energized continuously.

11
Excessive current flowed to motor drive circuit.

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21-Nov-10 1993 Toyota Corolla
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 4-Door Sedan
Vehicle Grade STD
AE101L-
Model Code No. AE101L-AEMDKA
AEHDKA
Length mm (in.) 1 4370 (172.0) ---
Overall Width mm (in.) 2 1685 (66.3) ---
Height mm (in.) 3 1360 (53.5) ---
Wheel base mm (in.) 4 2465 (97.0) ---
Front mm (in.) 5 1460 (57.5) ---
Tread
Rear mm (in.) 6 1450 (57.1) ---
Front mm (in.) 7 985 (38.8) ---
Effective Head Room
Rear mm (in.) 8 942 (37.1) ---
Front mm (in.) 9 1304 (51.3) ---
Effective Leg Room
Rear mm (in.) 10 1378 (54.3) ---
Front mm (in.) 11 1374 (54.1) ---
Shoulder Room
Major Dimentions Rear mm (in.) 12 1358 (53.5) ---
and Vehicle Front mm (in.) 13 865 (34.1) ---
Overhang
Weights Rear mm (in.) 14 1040 (40.9) ---
Min. Running Ground Clearance mm (in.) 15 120 (4.7) ---
Angle of Aproach degrees 16 18 ---
Angle of Departure degrees 17 16 ---
Front kg (lb) 18 625 (1378) 645 (1422)
Curb Weight Rear kg (lb) 19 420 (926) ---
Total kg (lb) 20 1045 (2304) 1065 (2348)
Front kg (lb) 21 830 (1830) ---
Gross Vehicle Weight Rear kg (lb) 22 755 (1664) ---
Total kg (lb) 23 1585 (3494) ---
Fuel Tank Capacity l (U.S.gal, lmp.gal) 24 50 (13.2, 11.0) ---
Luggage Compartment Capacity m3 (cu.ft.) 25 0.359 (12.6) ---
Max. Speed km/h (mph) 26 180 (111) 175 (108)
Max. Cruising Speed km/h (mph) 27 165 (102) 160 (99)
0 to 100 km/h sec. 28 10.4 12.3
Acceleration
0 to 400 m sec. 29 17.6 19.2
1st Gear km/h
30 46 (28) 65 (40)
(mph)
2nd Gear km/h
Performance 31 86 (53) 118 (73)
(mph)
Max. Permissible Speed
3rd Gear km/h
32 125 (77) ---
(mph)
4th Gear km/h
33 --- ---
(mph)
Turning Diameter (Outside Wall to Wall m (ft.) 34 5.2 (17.0) ---

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21-Nov-10 1993 Toyota Corolla
Clutch Type 48 Dry, Single Plate ---
Transmission Type 49 C50 A131L
In First 50 3.545 2.810
In Second 51 1.904 1.549
In Third 52 1.310 1.000
Transmission Gear Rate
In Fourth 53 0.969 ---
In Fifth 54 0.815 ---
In Reverse 55 3.250 2.296
Counter Gear Ratio 56 --- 0.945
Differential Gear Ratio (Final) 57 3.722 3.526, 3.722**
Front 58 Ventilated Disc ---
Chassis Brake Type
Rear 59 L.T. Drum ---
Parking Brake Type 60 L.T. Drum ---
Brake Booster Type and Size in. 61 Single, 9", Tandem, 7"+8"*** ---
Proportioning Valve Type 62 Dual-P Valve ---
Front 63 MacPherson Strut ---
Suspension Type
Rear 64 MacPherson Strut ---
Front 65 --- ---
Stabilizer Bar
Rear 66 STD ---
Steering Gear Type 67 Rack & Pinion ---
Steering Gear Ratio (Overall) 68 22.7, 18.5** ---
Power Steering Type 69 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)!

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