Browse over 9,000 car reviews

Toyota Corolla 1992 Problems

Are you having problems with your 1992 Toyota Corolla? Let our team of motoring experts keep you up to date with all of the latest 1992 Toyota Corolla issues & faults. We have gathered all of the most frequently asked questions and problems relating to the 1992 Toyota Corolla in one spot to help you decide if it's a smart buy.

Used Toyota Corolla review: 1989-1994

As the new AE90 series Toyota Corolla was entering the market in the late-1980s the small car was beginning a transformation that would see it move from being cheap and cheerful transport for the impoverished to a car with a much broader appeal.

It would be some years before the transformation was complete as we see it today, but the small car was no longer dismissed by those rusted on to traditional mainstream six-cylinder models.

While they were still regarded as cars for the hard-up or second family cars for the wife or the kids in the family, change was on the way.

Compared to the previous model the new AE90 series was wider, heavier, quieter, and smoother riding. All round it had less of the tinny feel that gave small cars their cheap feel.

The model range Toyota offered with the AE90 series was massive with more than 20 choices of four-door sedans, five-door hatchbacks, longer five-door SECA liftbacks, and wagons.

Most were built in Australia, but some, like the wagons and SECA liftbacks were imported from Japan.

The entry model was the SE, available as a sedan or hatch, and powered by a 1.4-litre engine until an upgrade in 1991 when it the 1.4 was replaced by the 1.6-litre carburettor unit with more horsepower and torque.

It was fairly basic model with only remote releases for the boot/hatch and fuel filler cap, and a radio-cassette player for standard equipment.

You could have air conditioning, but that was an extra cost option, and it wasn’t climate control.

The CS was the next step up in the range. It too was available as a sedan or hatch, with power from the 1.6-litre engine.

Like the SE the list of standard equipment on the CS was limited. You got the same remote releases for the boot/hatch and the fuel filler, but you could have power steering as well as air conditioning if you were prepared to pay extra.

The CS became the CSi in the 1991 upgrade; the biggest change was under the bonnet where the engine was upgraded to a 1.6-litre fuel-injected engine.

Further up the model range was the CSX, which had the extra performance of the 1.6-litre engine and came with standard power steering, four-speaker stereo sound for the radio-cassette, a tachometer, central locking, body-coloured bumpers as well as the remote releases for the boot/hatch and fuel filler cap. As with the other models air conditioning was optional.

The CSX badge was dropped in the 1991 update and henceforth it was called the Ultima. At the same time it too got the 1.6-litre fuel-injected engine.

At the top of the range was the SX, which was available as a sedan or SECA liftback and powered by a 1.6-litre fuel-injected four-cylinder engine imported from Japan.

Befitting its place atop the tree the SX came with much more standard equipment, including alloy wheels, leather steering wheel and gear knob, tilt-adjustable steering column, power door mirrors, front and rear spoilers, sports instruments, and four-wheel disc brakes.

Unfortunately air conditioning was still an optional extra, as was power steering.

Like the other models in the range the SX also got a new badge in the 1991 update when it became the GTi.

Wagon versions of the Corolla were all imported from Japan and all had four-wheel drive.

Designed long before the arrival of the digital age the AE90 series had none of the features of today’s cars. There was no sat nav, no Bluetooth to connect your iPhone or Android device, and no touch screen.

Rear parking sensors, reversing cameras or park assist hadn’t yet been conceived, parking tended to be more tap-and-go.

It’s hard to believe, but there wasn’t even a single cupholder.

You couldn’t have a sunroof either; AE90 owners weren’t considered flush enough to justify offering one, even as an option.

Inside, the Corolla was basic but comfortable, the dash was logically laid out and easy to use.

The driver and front passenger sat on new seats with larger cushions and more substantial side bolsters for greater support.

Front leg and headroom was typical of the small car class, but sufficient for most adults.

Those in the rear weren’t so fortunate and had to endure limited legroom, particularly with the front seats adjusted back.

While the Corolla was rated for five the rear seat was really only suitable for kids.

On the positive side the boot was quite generous for a small car. It was even more so in the sedan, which with its 60/40 split/fold rear seat could take considerable more luggage.

All engines in the AE90 range were free-revving twin-cam units; they were all petrol (no diesel) engines.

Most models were powered by the locally produced 1.4-litre or 1.6-litre engines, which had carburettors, while the imported SX and the wagons boasted 1.6-litre engines with fuel injection.

That changed in 1991 when the 1.4-litre engine was dropped. The SE then got the 1.6-litre carburettor engine and the other models were upgraded to fuel-injected 1.6-litre engines.

A five-speed manual gearbox was standard at the launch with a three-speed auto option, but a much more usable four-speed auto was introduced on all models except the SE in the 1991.

The AE90 was an easy car to drive, handle and park, but without power assistance the steering was a little on the heavy side, particularly at slow speeds.

Performance, while not scintillating, was lively and energetic, and things improved after the switch to fuel-injected engines in 1991.

With front-wheel drive the handling tended towards the safety of understeer when pushed.

More attention was paid to road noise in the AE90, but it’s still quite high compared to a car today.

The electronic age in car design hadn’t yet dawned and the AE90 had none of the safety  features that came with it.

There were no airbags, not even as options, and it didn’t have ABS braking, let alone Electronic Brakeforce Distribution, Emergency Brake Assist, Traction Control, and Electronic Stability Control that we expect to see on even the most basic of models today.

Likewise it was much too early for ISOFIX baby car seat restraint location points, which didn't become legal in Australia until 2014.

The idea of buying one for the wife or kids doesn’t bear thinking about.

ANCAP doesn’t provide a rating for the AE90 Corolla, but it’s safe to say that it wouldn’t meet even the basic requirements to qualify for one if it were being tested today.

Although the AE90 was a well-designed, well-built and reliable car in its day, buying one now is a risky proposition (with no warranty) and not recommended without careful consideration.

With the earliest examples having been on the road for more than 25 years you have to expect even the best of them to be close to the end of the road and the wrecker’s yard.

A number of owners who responded to our call for comments told us their cars are still going strong even thought they have done in excess of 200,000 km.

While that should give buyers a degree of confidence to purchase it doesn’t diminish the need to thoroughly check these cars before handing over any cash.

The key is to buy on condition, low kilometres and a full service history.

There was no capped-price servicing when the AE90 came on the scene, but servicing the Corolla is simple and inexpensive. Even so some owners skip services for many and varied reasons, often financial, so if a car doesn’t have a credible service record be suspicious.

Toyota recommended servicing the Corolla every six months of 10,000 km and the need to maintain that routine hasn’t changed. If anything it is now even more important, so that things needing attention due to wear or impending failure can be addressed before they become problems.

The AE90 engines use a timing belt (not timing chain) for driving the camshafts and that needs to be changed every 150,000 km.

It’s also important to check the automatic transmission. The AE90 was built before the arrival of automatics that are filled with oil when they’re built and don’t need any further checking, the AE90 transmissions do need checking and topping up with oil as needed, and they operate at their best if they’re regularly serviced.

Test-driving an old car like the AE90 Corolla is more critical than it is with a newer car, there are more things likely to be identified.

Look for smoke from the tailpipe, which could indicate a worn-out engine, check for oil leaks, make sure the auto transmission changes gears smoothly and without hesitation, and listen for knocks and clunks in the suspension and steering that could indicate work bushes of CV joints.

Inside, look for worn or torn trim, broken or warped plastic fittings, and make sure all of the electrical systems are working.

Also look carefully for evidence of a crash; the chances of a car being involved in a crash in almost 30 years on the road are very high. 

Emma Harrison: I’ve driven my 1991 Corolla CSi for five years and it’s been very reliable, cheap on service costs and economical 

Joe Stafford: My 1991 Corolla CSi now looks dated, but is smooth, quiet, rattle-free, and good to drive. Perfect if you’re on a tight budget.

Billy Weslake: My 1992 SE was my first car and I’ve owned it for over five years. In that time it’s been cheap and dependable, all you need in a car.

Damien Forster: I have a 1991 Corolla CSX Seca, which is economical, handles well and is easy to drive, even after 200,000 km.

Lisa Broad: I’ve had my 1993 Corolla Seca for 13 years; it’s done over 250,000 km and is still going strong. It’s got lots of space, is economical and eats up the highway. I don’t like the grey interior, and I’d like a cup holder, but they're minor gripes against the reliability and practicality.

Cheap and reliable alternative to a bus ticket.

Read the article
Used Toyota Corolla review: 1991-1994

The mere mention of the name Corolla conjures up an image of a well-built, reliable and accomplished small car. There is no better example of what the Corolla is about than the AE92 model Toyota unveiled in 1991.

The Corolla first arrived here in the late 1960s when small cars wore badges like Morris, Austin and Vauxhall, but while others have long disappeared from local showrooms, the baby Toyota has become the small car benchmark.

The sixth generation AE92 Corolla was just such a car, well engineered, well built, and well equipped, and while it’s now nearing the end of its useful life those attributes still make it a good choice for anyone with a limited budget, like those hitting the road for the first time.

In the course of the last 40 years the Corolla has grown in size and has moved up a rung in the marketplace. Where it was an entry-level car at launch it has been replaced in that role by the cheap and cheerful Korean cars that have taken over the Corolla’s role in recent years.

The Corolla is now a family car for young couples new to the nesting game, it’s also in demand for those at the other end of life who’ve bade farewell to their offspring and want to downsize.

When the new Corolla was unveiled in 1991 the Korean tidal wave was yet to land on our shores in the way it would just a few years later, so the small Toyota was still one of the rulers in the small segment.

MODEL WATCH

Anyone who cared to count would find a staggering 21 models in the Corolla in 1991. Toyota clearly wanted to have a model for everyone, from the budget conscious buyer who was happy to have basic transport to those who wanted a little more comfort in their ride, and on to those wanting a thrill-a-minute from their motoring.

With four bodies to choose from, sedan, hatch, liftback and wagon, plus three levels of equipment, SE, CS and CS-X, four engines and three transmissions there was a car for everyone.

At first glance there seems little difference between the AE92 and its predecessor, but a closer look would reveal the Toyota corporate logo on the grille in place of the Toyota name, and the edges were smoothed and rounded making for a softer shape overall.

The four-door sedan was a pleasant looking car if rather conservative, and aimed squarely at families and older folk. The five-door hatch was smarter with plenty of appeal for younger drivers with its cute lines and rounded tail, while the five-door liftback was the most attractive with its longer, smoother tail. There was also a wagon for the most space.

The sedan was available in SE, CS and CS-X levels, likewise the hatch, which also boasted a sporty SX, while the Seca liftback was offered in CS, CS-X and SX variants.

All of the engines featured twin overhead camshafts with four valves per cylinder, but not all were fuel-injected at the time of launch.

The entry engine was the 60 kW 1.4-litre narrow twin cam, which was fitted with a carburettor and was unique to the Australian market. It was available in the SE sedan and SE and CS hatch, and only with a five-speed manual transmission. Despite its small size it was quite lively, but it was also had a flexible nature which made for smooth unfussed motoring.

Toyota also offered a 67 kW 1.6-litre version of the engine, again with a carburettor, which was standard on all CS and CS-X models, and the SE hatch. The five-speed manual was the standard gearbox, but there was a three-speed auto offered as an option on all CS models, and the SE hatch. There was also a four-speed auto, but that was only available at the CS-X level.

The wagons had an imported 1.6-litre narrow twin cam engine, which was fuel-injected and delivered 76 kW, but it was the sporty wide twin cam 1.6-litre that got everyone’s attention.

That was the 4A-GE engine that boasted fuel-injection along with a sporty cylinder head among a raft of upgrades that combined to produce a powerful peak of 100 kW. In its day it was one of the world’s top performing naturally aspirated engines, no wonder many specialist sports car makers around the world adopted it.

Companies like Elfin, Caterham, Westfield and many others who appreciated its performance and packaging have used it. Even today the 4E-GE engine is talked about in reverent tones.

Suspension was a combination of MacPherson Strut front and strut rear, same as the previous model, but there was a long list of detail changes that improved the steering feel and handling.

Brakes were disc front and drum rear on the base models, but higher models also got disc rears.

Steering was rack and pinion without power assistance, but power steering was available as an option.

Inside the new Corolla had revised seats offering greater comfort, and a new instrument panel and fascia. All but the base model had a split/fold rear seat, and the upper models also had a fold-up rear seat cushion.

At the time of the Corollas release Toyota was involved in the ultimately unsuccessful partnership with Holden that saw Holden release a rebadged Corolla called the Nova.

IN THE SHOP

There’s no doubting the Corolla’s build quality, it was of a level that others could only aspire to. The reality, though, is that it now has up to 12 years under the tyres and that means there’ll be plenty of kays showing on its odometer, and no car can escape the ravages of time and kays completely.

It’s important to check any Corolla thoroughly before handing over any money. Take your time when looking for a car and seek advice from an expert in the field for added comfort.

Although cars as old as the Corolla is now rarely have complete service records, it’s worth asking the vendor for one to get an idea of how the car has been treated.

When inspecting the car look for signs of home maintenance as many of these older Corollas are now at the time of their lives where they are being neglected by owners who can’t afford to service them or don’t care.

If looked after the Corolla will provide reliable service for some years to come. The engines are reliable if looked after, but will have done the sort of mileage that will require a second cam belt change.

Gearboxes are generally troublefree, but the five-speed gearbox is prone to breaking fifth gear. If it jumps out of fifth gear on a road test then walk away.

Drivelines tend to stand up well, but look carefully at the rubber boots protecting the drive shaft joints, looking particularly for splits, which might expose the joint to dirt and grime from the road and hasten their demise.

Body work stands up well, but local paint can be a problem with metallic colours fading. Interior trim holds up well, but look for heavy wear on the seats.

OWNER’S VIEW

Justin Cook bought his 1.4-litre Holden Nova new in March '91, and has since covered 285,000 mostly trouble free kilometres. He has had to replace a water pump at 60,000 km, and the alternator bushes, but apart from that he says it has not missed a beat. He expects to replace the original radiator and exhaust soon, but expects to get many more years out of the Nova before it dies. In summary he says he cannot imagine any other car giving such economical motoring, in terms of initial purchase, fuel and maintenance costs.

LOOK FOR

• high mileage means greater chance of problems so be careful when choosing a car

• robust engines generally reliable, but look for signs of neglect

• solid body structure holds up well

• great handling from responsive chassis

• pound for pound performer without peer

• Jumping out of fifth gear indicates gearbox woes

Read the article
Disclaimer: You acknowledge and agree that all answers are provided as a general guide only and should not be relied upon as bespoke advice. Carsguide is not liable for the accuracy of any information provided in the answers.
Have a new question for the CarsGuide team?
More than 9,000 questions asked and answered.