Only in the last 15 years or so have the mysterious cars in the Japanese domestic market, or JDM, been introduced to Australians. Brett Nicholson shares his rare and gorgeous imported RT112 Toyota Corona coupé and some of his expertise on JDM Coronas
While modern so-called ‘grey imports’ are derided in some circles, many will admit the standard equipment fitted to these cars is often better than on local models. Now, such imports as the Nissan Skyline GTR and Toyota Soarer are a common sight on Australian roads.
But what if we look back a few years, beyond the familiar ’90s models? What were Japanese cars like in the ’70s?
Just like the JDM grey imports of today, many models and variants never made it to our shores. Japanese manufacturers had been carving an increasing slice of new car sales in Australia since the ‘60s. Although early efforts such as the Tiara, or Corona in some markets, sold poorly, the Japanese learned from their mistakes. The car-buying public embraced cars such as the RT40 series Corona, which represented value for money with excellent build quality and higher levels of equipment. Toyota and Datsun offered items such as radios and heater-demisters as standard in an era when Holden and Ford charged extra. New owners, won over by their cars' reliability, often bought another.
A whole generation grew up with such cars. Given that most enthusiasts have a soft spot for the cars their parents drove, it’s hardly surprising to see a growing interest in ’60s and ’70s Japanese cars.
The T100 and T110 series Coronas were released in Japan in August 1973. Body styles consisted of four- and two-door sedans, four-door wagons and a two-door coupé. All models featured a double-wishbone front end and conventional leaf sprung live axle at the rear.
While the four-door sedan and wagons were available worldwide, the two-door sedan – with longer front doors and fixed side glass – was only sold in the US and Japan and the pretty coupé with pillarless side glass was generally limited to Japan, USA, the Philippines, NZ and South Africa as CKD kits. A few Asian and South Pacific countries could specify the coupé as a special order only.
Australian Motor Industries assembled versions of the Corona sedan and wagon, released in Australia May 1974. Both were powered by a single carburettor SOHC 1968cc engine, developing 115hp, later dropping to 97hp with emissions controls fitted. Initially, AMI cars used mostly imported parts, but gradually many detail differences were introduced as local parts were phased in.
The base model AMI cars were designated with ‘L’ and built to the equivalent of the basic Japanese specification with vinyl trim and no centre console. The SE or later CS model featured cloth trim, plusher carpets, extra sound deadening and a console on the automatics only.
In contrast, the good-looking Japanese Corona coupé range in the mid-’70s offered a tempting array of engines and trim combinations. About the only consistency was the body shape and air conditioning available across the range.
The JDM coupé ‘poverty pack’ was the DX with basic vinyl trim and flat fender mirrors, 13-inch steel wheels and hubcaps. A three-speed auto transmission was optional, and engine choices were the 90hp 1600cc pushrod engine lifted from the TA22 Celica or the 105hp 1808cc SOHC engine.
The GL featured remote fender mirrors, cloth trim, full centre console and roof-mounted ‘Electro Sensor Panel’ warning lights. A three-speed automatic, a cassette player or cartridge player, and air conditioning were optional. As with the DX, the GL could be specified with the 1600 or 1800 engine.
Next up in the range was the SL. The SL missed out on the roof-mounted Electro Sensor Panel but compensated with a sports dashboard featuring a tachometer, amps and oil pressure gauges and a sporty steering wheel. Available engines included the 110hp twin carburettor version of the 1800 or the 1968cc SOHC 18R-E engine with EFI – even in 1973 – and 130hp. A five-speed manual was optional. The SR was similar but only available with the 18R-E engine and the five-speed manual or the three-speed electronic auto, and the roof console returned.
The range topper was the RT114 2000GT, boasting the legendary 1968cc DOHC 18RG engine with twin side draught solex-mikuni carburettors. The GT was only available with the P51 close ratio five-speed manual gearbox and featured a tougher differential with optional LSD. The suspension was stiffer for improved handling and trailing links to the differential helped resist axle tramp under fierce acceleration.
The GT developed 145hp and red-lined at 7000rpm. It was capable of 0-100km/h in 8.8 seconds and had a top speed of over 200km/h – very impressive numbers for any 1973 four-cylinder. Inside, the GT featured the best elements of the range and the SR/SL tacho dash. Roof console and power windows were optional.
September 1975 brought stricter emissions control and unleaded fuel to Japan, and all engines lost power as a result. Electronic ignition was introduced across the range.
Styling had been updated individually for different markets, but from September 1976 the Corona range was face-lifted worldwide.
My first encounter with the Corona coupés was as a car-crazy seven-year-old. My grandmother’s neighbour had emigrated from South Africa to Sydney with a Corona Coupé. My mum had an ordinary Corona sedan, but this coupé’s sporty lines and pillarless windows reminded me of a Mustang or a Camaro.
The family moved away and I never saw the car again. My first car was a Mini, and after restoring a Mini and a Moke, I was looking for something larger for long trips, ideally a four-seater two-door, easy to maintain with attractive sporty lines. It had to be something rare and different, not a Holden or Ford you’d find at any old car show. That Corona coupé I’d seen as a child was still in the back of my mind and it bloomed into an obsession.
I checked every car sales website and Toyota forum I could find and placed ‘wanted’ adverts online. An ex-South Africa car turned up in Sydney, probably the same one I saw as a child, but it was heavily modified and rusty. Other leads turned out to be a completely different model. A couple of cars turned up in the USA and NZ, but sold before I could organise to purchase them.
Finally my search extended to Japanese auctions and car importers. Most told me to forget the idea, that old cars in Japan were too rare and expensive. Only J-Spec Imports offered any hope. They turned up a few examples at Japanese auctions and dealers, but most had major rust or were hideously expensive. Frustrated, I tried again in vain to look at alternatives.
One day in late August 2006, my daily check of the auctions revealed a tidy silver 1975 RT112 Toyopet Corona 1800GL Hardtop at a decent price. I quickly contacted J-Spec, who contacted the seller. The owner’s photos and description highlighted only minor rust and mechanical issues. Once J-Spec negotiated an acceptable price, I took a very deep breath – and told them to buy it.
Nevertheless, panic came over me. Shipping, fees and duties were going total more than the car’s purchase price. What if it was a rustbucket? What if it got damaged or lost in transit? I couldn’t sleep for days. My pregnant wife thought I was nuts.
Finally it arrived in mid-October 2006, just four weeks before my son was due. Armed with my car trailer, a battery jump-start pack and tools, I arrived at Melbourne’s transport yard. I could not believe I finally had my Corona coupé. It was filthy after its voyage but it looked fantastic in my eyes. I loaded it onto the trailer with a huge grin.
The Corona drove much better than I expected, and a quick trip to the car wash had it gleaming. All faults were exactly as the seller described. I stripped off the exterior trim and replaced two rusty front guards. New panels were cheap, as they are the same as on a Corona sedan. After repairing minor rust spots and a few small dents, I treated it to an outside-only respray in the original silver.
Back at home I cleaned and refitted all the trim along with re-chromed bumpers. A set of CSA gold mesh alloys and new Yokohama tyres had it looking like a new car. The seatbelts then had to be changed to meet Australian standards and pass the engineer’s certificate. Hemco in Ballarat custom made the front belts to suit the car, tilting the inertia reels back at a 30-degree angle.
I gave it a full service, replacing the points with electronic ignition. Replacement tie rod ends, pitman arm and a steering box adjustment had it steering nicely. New wheel cylinders, new pads/shoes and brake hoses were fitted to restore the brakes. The brake components were different to local Coronas – instead, they matched up with TA22 Celica parts. I submitted my Corona for a roadworthy certificate and registered it on a personalised plate. She was road- ready and I was on top of the world.
Almost a year later, I took the car to the 2008 Picnic at Hanging Rock on a 40ºC day. On the way home, it overheated and a cylinder head cracked. Rather than simply fit a replacement head I removed the original 1808cc 16R SOHC engine and four-speed box, replacing them with a 1968cc 18RG DOHC engine and five-speed, as fitted to the top of the line Corona GT Coupés in Japan, as a bolt-in swap. Hence, I consider it a period upgrade not a modification. The power boost is most welcome.
In the future, I plan to fit a Corona GT dash cluster with extra gauges and change the wheels to something more Japanese. Otherwise, it will remain original – even the factory cassette player.
I intended the RT112 to be my daily driver but it is too distinctive. I have purchased a spare grille and tail-lights in case they are damaged, but an irreplaceable window getting broken is a real worry. So I now drive a Corona liftback to the station and reserve the RT112 for weekend use.
I’ve had a few substantial offers, but I don’t think I will sell it for a long time. I love the attention it attracts. To the average person, it’s just an old car, but enthusiasts know it’s something different. Most can’t resist a closer look. Best of all, I know I’ll never park next to another one.
This article appears in the latest issue of Australian Classic Car. Pick up a copy at your local newsagent, or better still, use your NRMA Membership to get a discount on a yearly subscription. Visit Australian Classic Car or call 1300 782 312 for details.
Open Road e-zine, February 2009.
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