Trueno Temptation

The Toyota AE85/86 Trueno and Levin twins are vehicles with a formidable reputation. Time after time we’ve seen these unlikely little beasts deliver knock-out blows on drift circuits and on touge runs.

So what’s behind this mid ‘80s Toyota giant killer?

Well, there are couple of key features that give the AE85/86 its excellent motorsport abilities. The first is its chassis – with rear-wheel-drive and near-equal front-to-rear weight balance, it is a brilliant platform. The second big advantage is weight – at just over 900kg, the AE85/86 is one of the lightest modern FR cars on the market.

At the wheel of this base-model AE85 Trueno it’s obvious what all the fuss is about. The steering is responsive (power assistance was fitted to our test car), the chassis feels balanced and it’s a nice, chuckable size – not big enough to get completely outa control when you get things crossed-up. We can see why it’s a popular vehicle for drift beginners.

However, in today’s context, the AE85/86 chassis is quite crude. The rear-end employs a live axle located by a Panhard rod and trailing arms while the front-end uses conventional MacPherson struts. Note that the underpinnings are essentially Toyota Corolla from the same era. In any case, the age of the car invariably means you’ll need to replace the bushes and dampers: the perfect opportunity to upgrade.

Entry-level AE85s and base AE86s are equipped with 13 inch wheels. Upmarket AE86s are available with 14s and wider rubber.

With its bantam kerb weight, the AE85/86 can get away with its relatively small brakes. The base-spec AE85 we drove was fitted with a solid front disc/rear drum combo that, although in desperate need of machining, stopped the car reasonably well. Upmarket AE86 models are fitted with a ventilated disc/solid disc set-up.

But the biggest difference between AE85 and AE86 models is the engine family.

The Japanese-market AE85 tested here is powered by a humble 3A 1.5 litre carby engine producing 62kW; teamed with the auto transmission in our test car it’s very slow. To quicken your pulse you need to buy a hotter factory version or to perform an engine swap.

The AE86 model is available with the more desirable 4A-series 1.6 litre engine. The base version uses a carb fed 4A-C while the gun model employs the legendary 4A-GE DOHC EFI motor – the 4A-GE puts out 96kW. Peak power arrives at 6600 rpm while peak torque (149Nm) arrives at 5200 rpm.

Driving through a T50 5-speed manual, the AE86 4A-GE can accelerate to 100 km/h in under 9 seconds. Note that a LSD was fitted to some models.

In must be said, however, none of the AE85/86s are particularly fast when compared to true performance vehicles.

To really get an AE85/86 moving you needn’t bother modifying a 3A or 4A-C engine – it’s not worth the time or money. The top-line 96kW 4A-GE can be tuned into a reasonably grunty beast with cam changes, head work, headers, extra compression, programmable management and maybe individual throttle bodies.

However, a better approach is to drop in a factory 20 valve or supercharged 4A engine. The 119kW 20 valve engine is an attractive approach for purists wanting to maintain NA throttle response and driving characteristics, but the 123kW 4A-GZE is the real grunter. If you want speed in an AE85/86 this is the way to go - see Quick Out the Blocks for a AE86 converted to 4A-GZE motivation.

The Australian Delivered Toyota Sprinter Toyota officially imported the AE86 Levin (aka Sprinter) to Australia between 1983 and 1985. The Australian version was equipped with the meagre 4A-C carby engine, disc/drum brake set-up and base-spec trim minus power mirrors. It is essentially a Japanese-spec AE85 with a 4A-series engine – nothing to get excited about...

The AE85/86 is well proportioned vehicle available in two body styles – hatchback and coupe (as seen here). The hatchback is generally the preferred model and is relatively common. Within the hatch and coupe body styles there are two models available – the Levin and Trueno (as tested). The Levin uses conventional front-end body styling while the Trueno can be identified by its pop-up headlights. There is also a range of taillights, grilles and other subtle differences. The AE85/86 can be visually enhanced with off-the-shelf TRD spoilers and a host of aftermarket body kit parts.

Inside, the cabin smacks of ‘80s-ness but it is very practical. Front occupant space is good and rear headroom is adequate for anyone up to about 185cm – the only problem is limited rear legroom. The Japanese-spec AE85/86 is fitted with a tacho, electric mirrors and remote fuel flap and boot release. There are three trim levels – the base-spec is photographed here. The only options are air conditioning, climate control and power steering. We believe power windows and a digital dash may also have been available.

Manufactured from 1983 to 1987, the AE85/86 has a cult following in Japan and is reaching similar status in Australia. As a result, prices are high – and show no sign of declining. This example, an immaculate 1984 AE85 with power steering, air conditioning and auto trans, is being sold through www.yahoomotorsport.com for AUD$5000 (plus ADR-ing).

Five grand is a lot of money to spend in the context of Nissan S13 prices – especially given the amount of work required to give it real performance - but if you want a piece of AE-action you’ll have to pay for it!

Contact: Yahoo Motorsport www.yahoomotorsport.com +61 8 8345 0939/ 0416 080462