Project Corolla

Every bushing in the front suspension has been replaced with Prothane polyurethane units.

The kit also comes with different bushings for larger-diameter rear anti-roll bars. Most of these bushings will need to be pressed or burned out, depending on which tools are available. The guys at B-tune had a press, which made things easier. Since I didn't care about the stock bushings, mashing them out with a press was the fastest way.

Polyurethane bushings offer an economical suspension solution if you don't mind the stick-to-everything silicon bushing grease that has to be used. The drawback, in the case of Project Corolla, isn't the noise (there's virtually no interior or sound insulation to speak of) or ride quality.

It's that polyurethane bushings just don't have the rotational degree of freedom rubber bushings have. They must rely on bushing grease and the metal insert sleeve to allow rotation along the sleeve's axis, all of which is held tightly together with the suspension bolt.

This isn't such a big deal on newer multi-link designs, because the unsprung weight is minuscule compared to the weight of a complete cast steel rear axle and all its guts. In the Corolla, because the live axle weighs so much and carries so much momentum when the suspension travels, any added resistance or friction in the four lateral link bushings causes the axle to move lethargically, which means the rear wheels will spend less time glued to the pavement.

I'll address this later with lighter aftermarket lateral links, using Heim joints to both minimize friction and help reduce unsprung weight in the rear. I also prefer the consistency of all-metal ball joints in aftermarket tie rods compared to squishy bushings, because they prevent castor change as the front suspension gets loaded.

Track-style Russian Roulette

The same impulse that led to the purchase of Project Corolla led me to my hasty first shakedown session with NASA at Willow Springs Raceway, the fastest track in the West. The prudent would have spent the weekend driving the car around town to shake out the bugs, but instead I packed up the car and headed out on the 100-mile trek to the track well before dawn.

Just 10 miles from home, the Corolla broke down. Scratch day one on account of electrical problems and 20-year-old wiring. Day two of the track weekend started with the same determination, and by 9am the car was tech inspected and on the grid, ready for its rumbling debut.

I'll point out now that Project Corolla was never meant to be fast. Even a properly working stock GT-S would be no more than a moving speed bump on the track next to the Evos and rich-boy Vipers. But on a circuit featuring 100mph-plus sweepers and a front straight where stock Evos will peg 130mph, Project Corolla was completely out of its element. Outside of the satisfaction of making up a little time through the corners, I spent most of the time with one hand on the wheel and the other waving others by. In fact, the only car the Corolla would pass on the straights was an old MGB with both seats occupied. At least I made it through the 110-degree F day without any major issues.

Next time, I'll dump the cut springs and long shocks for some Ground Control coilovers, and get some performance numbers once the car is worth testing.

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