Road Test: Toyota Corolla GT-S

Now it burns rubber at the other end.
Toyota is in many ways the General Motors of Japanese carmakers. It has the largest share of its domestic market, it sells its cars through five distinct divisions, and it offers a comprehensive range of vehicles, from entry level turbo scooters to mid-engined sports cars to heavy-duty trucks. With so many nameplates to sell and so many market segments to cover, some sharing of powertrains and platforms is inevitable - if for no other reason than to keep the parts numbers from over loading the computers.
The latest move in this direction is a common, front-drive platform for all three new models in the 1988 Corolla lineup: the revamped four-door sedan, the new five-door wagon, and the formerly rear-wheel-drive two-door coupe. (The carried over Corolla FX models share some of the new line's components but are built on a different platform.) The induction of the GT-S coupe and its SR5 sister into the front-drive fold may come as sad news to fans of opposite-lock powerslides and parking-lot doughnuts. In truth, however, shifting the coupe's tractive power forward hasn't dramatically altered their personalities or shrunk their performance envelopes.
The SR5 remains the wallflower coupe, while the GT-S is the one with the fun moves, All the new Corollas benefit from stronger engines, though. Last year, the GT-S, along with the FX16 and the MR2, was equipped with a twin cam, four-valve-per-cylinder engine, while the other Corollas had single-overhead-cam motors. This year, all the new models are powered by twin-cam engines; the lower order Corollas now have 90 hp on tap, while the GT-S, with a freer-breathing head and port fuel injection rather than a carburetor, has 115 hp under its hood. For trivia buffs, the engine in last year's GT-S produced three less horsepower, the extra power in the new model is a result of minor induction tuning and new fuel injectors. The GT-S is further distinguished from the other new Corollas by disc brakes at all four wheels (the rest have drums at the rear), a gearbox with a taller first gear and a shorter final-drive ratio, variable-ratio rack-and-pinion steering (the others get a straight ratio), and bigger wheels and tires.
The front drive platform common to all the new Corollas gives the GT-S and the SR5 a slightly longer wheelbase than they had last year, up from 94.5 to 95.7 inches.
Both models are longer and wider, too, and their rooflines are a remarkable three inches lower. The new coupe body has a more pronounced wedge shape and a cleaner overall look; although the genetic link to the previous model is unmistakable, the package is clearly evolving in the right direction. As the sportier of the two coupes, the GT-S wears rocker-panel extensions, a rear spoiler, and "GT-S Twin Cam 16" decals on both doors. The GT-S and SR5 both have pop-up headlights, while the rest of the line gets fixed lamps.
The GT-S' interior is a comfortable, sporty environment, but we regret to say that we've seen it all before. Although massaged and freshened up the cabin is distinctly familiar both in its general layout and in its design details. Since the car is all new this year, the feeling of dejavu is a little eerie.
Not that there is anything really wrong with this interior, Hyundai would kill for the GT-S' cockpit. Itemize the pieces and everything looks aces. The steering wheel is thick and grabable; the shifter works flawlessly (the GT-S is available only with a five-speed; the analog instruments including a wildly optimistic 150-mph speedo, are eminently readable.
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