Power Ratings: A Brief History
In 1972, the new 1588cc engine, offered in US-spec Corollas for the 2-TC, put out 102 hp. Back in the day, magazines called it a great leap forward over the previous 72hp, 1200cc engine. But in '73 and '74, the 2-TC's factory power rating dropped to 88hp-a 14hp decrease. Suddenly, the 115hp 2-TG twin-cam engine looked like it could have made a bigger step up than otherwise might be indicated in this story. Yet it never advanced.
Well, in '72, the US government changed the calculations for how the car companies could measure horsepower. In the '50s and '60s, car companies would use as few extra power-sapping components (like power steering, air cleaners and air-conditioning compressors) as possible to maximize power figures on a dyno. They would even run tubular headers. This is referred to as "gross" horsepower. For varied reasons (most likely to do with large numbers of American boys dying in accidents behind the wheel of 400hp musclecars in the late '60s), the government stepped in and demanded that power figures be measured by a "net" figure-ie with air cleaners on, blowing through factory exhaust manifolds, etc. While there was a greater strain on the test engine, the engines in the cars themselves changed very little, if at all. So even though there was a roughly 20 percent power drop on paper, it was impossible for drivers to feel by seat-of-their-pants. The 115hp 2-TG, had it been tested, might have been rated at just 95hp. This still wasn't that big of a leap from the factory's 88hp 2-TC to justify the cost of bringing it to the US.
Fast Facts
Toyota Corolla SR5
Owner Ronald Cayajon
Hometown Orange, CA
Daily Grind Auto Insurance Specialist
Power 190hp at 8500rpm (estimated)
Under the Hood Toyota 2-TGEU, 7.5:1 compression, 87mm bore, 86mm stroke, ported and polished head, TRD valves and valvesprings, TRD cams (9.5mm lift; 272/264 degrees duration), Mahle pistons, JDM crank and connecting rods, Bosch race fuel injectors and fuel pump, 7M-GTE throttle body, custom-built intake, Garrett turbo, Blitz blow-off valve and controller, turbo header and fuel rail; stainless exhaust system; JDM oil pan, valve cover and other engine dress-up parts; engine built and parts fabricated by Racetoys, Diamond Bar, CA
Drivetrain ACT race-type clutch, JDM Toyota shifter, TRD Zenki 2-way LSD
Brains Simple Digital Systems ECU
Stiff Stuff Toyoshima springs (coil front, leaf rear; Tokico gas shocks and struts; factory JDM front and rear anti-roll bars, factory bushings
Stoppers OE Toyota brakes (9-inch front disc, 9-inch rear drum) with TRD pads and Earl's hard lines
Rollers 13x8 RS Watanabe R-type wheels; BFGoodrich 215/50R13 radials
Outside JDM front valance; early TE27 bumpers, Hella lighting, graphics by Award Master International; British Racing Green paint by P.J. Bonifacio
Inside Low-back TRD seats; JDM Levin SR5 extended console and dash kit; 330mm Nardi Classic wheel; Tom's pedals
Props Racetoys, Raymon Gonzaga and his wife and kids, my wife and kids; friends: P.J. Bonifacio, Lito Pejoro,Chito, John of kp61.net, Tiny Panganiban, Patrick Ng, Antonio Alvendia, Herb P. (Driftwell), Joji of Wheelchoice.com, Joseph Rivera and Francis Rivera of Award Master International; My crew: FR TeamRevSpeed San Diego, Justin Du, Vic Bernabe, Rodel of RC Garage, Tasunori Tsuchida of Tokyo Automotive; and my Dad