History
The first Seca shape appeared in the mid '80s (the AE82) and its refreshingly sporty change from the conventional Corolla - on which it was based - earned it a place in the Aussie market. It sold around one for every four everyday Corollas. The next model (the AE92) was at last fitted with the 86kW injected 4A-GE twin cam engine as standard - but the ultimate version was the 100kW SX.
In 1994 Toyota Australia went in the direction of building a substantially larger Seca (marketed as "the really roomy new Corolla"). It was built in the company's brand new assembly plant in Victoria where the aim was to improve quality and consistency - and to reduce production costs.
Chassis
Placed atop of Corolla underpinnings, the Seca rides and handles exceptionally well. By using fewer panels and joins, the body is much more rigid than the older models, and one of the advantages of going for a larger frame means it has a bigger track and wheelbase to give good stability. The car stands on MacPherson strut suspension all round, with its spring and damper rates specifically revised suit to Aussie conditions. The RV model also has a special suspension set-up that gives it better responsiveness. Its front and rear swaybars are mounted to the suspension with spherical joints, so there's less compliance before the 'bar does its thing.
Variable rate power rack and pinion steering is fitted that, unfortunately, doesn't give a lot of feel at the straight ahead position - but it gives good feedback through corners and is well-weighted in all conditions.
Rolling stock comprises 14 inch steelies with either 175/65s (on the CSX) or 185/65s (on the RV).
All 1.8 litre Secas have 4 wheel discs and also the option of ABS. The pedal gives quite good feel and braking power is impressive, with the car remaining stable in even the most extreme applications. The Seca isn't one of the most outlandish looking pieces of machinery on the roads, but because of this, its simple and clean lines won't date too quickly. And to keep the Seca looking as-new for as long as possible, it's been treated with extensive rust and corrosion inhibitors. Inside you can find a four speaker radio/cassette, fabric trim and an abundance of room, given the car's size. In fact, interior packaging was one of the main selling points of the car and (when new) it was pushed as being suitable for small families. Put all this together though, and the Toyota SeeCar weighs in at 1130 kilograms - so it's definitely not the little Corolla that we'd come to know!
Engine
Toyotas are noted for their unburstable fours and the Seca's engines are no exception. The model we're focussing on is propelled by the 7A-FE DOHC 16 valve motor that is written to have 85kW at 5600 rpm along with 155Nm of twisting effort at only 2800. The 'F' part of the engine code identifies it as having a narrow angle head that's swung more towards economy than performance, and its 9.5:1 compression ratio is quite mild also. The upshot of this, though, is that you can run it on cheap normal unleaded petrol. This 1.8 litre engine came as standard fitment to the RV, but as an option in the CSX. If your CSX doesn't have a 1.8 under the hood then it's got a boring ol' 1.6 litre 4A-FE. Both the CSX 1.8 and the RV are available in auto or manual form, with the manual requiring a "firm hand" to push it through the gates. Its clutch operation is light however.
Performance
Running the numbers, the manual Seca can pull itself to 100km/h in 10.7 seconds, tag the quarter mile marker in 17.5 seconds and reach a top-end of 188 km/h. It is credited with very willing mid range torque and an ability to rev out quite sweetly - all the way to its high 6800 rpm cut-out. While it isn't a massive grunter, it is very tractable and can easily accelerate past traffic when the need arises. As we said, being a Toyota 'F' series engine, it's aimed more for economy than performance. Most tests revealed the rate of consumption to range between 7.6 and 9.8 litres per 100km.On all Seca models, turn-in is positive and the car remains well-balanced right through the corner. With mild understeer getting a look in when pushed, it's easy to regain grip by lifting off the throttle slightly. Oversteer is just not possible unless you pull on the handbrake or you're driving on dirt.
Mods
The first mods to get some more straight-line performance from a Seca is to replace the standard exhaust with a freer flowing one that measures 2-2 ½ inches in diameter. It's also important to use high flowing mufflers and a good cat (maybe even one from a late model turbo if you're on a budget). Next would be to modify the airbox for more cool air flow, or perhaps fit a ram-pod that's fed by a forward-facing duct. After both these mods, you'll probably have about 10-15% more peak power - but over and above this, an engine conversion would be a good idea.
Since the lower spec Secas come with a 4A-FE, it would be relatively simple to fit a 4A-GE in one of its many high performance forms - either the SX's 100kWer, the Levin's 20-valve quad-throttle screamer, or the supercharged 4A-GZE. Fitting the latter would give the potential for around 150 "easy" kilowatts - and these engine/'box/loom/computer packages can typically be had for around A$2000-2500. Improved looks and handling would be easy to achieve by fitting a larger wheel and tyre package as well as lowering the car by about an inch - along with decent shocks. A high performance wheel alignment wouldn't burst the budget either.
Buyers' Guide
Released in 1994, the Seca continued to be marketed in Australia through until early 1999. The 1.8 litre Seca CSX retailed new for around A$24,000 and the top-of-the-range RV was yours for A$26,000. Now you can pick a good one up for between only A$15,000 and A$20,000. Standard features for both included power mirrors, power steering, a tachometer and central locking. Over the CSX model, the RV scored a rear spoiler, sportier seats, new interior fabric, revised suspension, alarm, CD player and a cup holder. Options were limited to a driver's airbag, air conditioning (most have it, thankfully) and ABS. Strangely enough, power windows and alloy wheels weren't available on any Seca model - even although many of its opposition did have these features. Some of its main competitors are the Ford Laser Liata LXi, Honda Civic, Mitsubishi Lancer, Mazda Protege and Nissan Pulsar. The Seca is a car you could buy with total confidence, and as far as we can ascertain, there are no common problems with it. However, it's a good idea to make sure any car you're looking at has been fully factory serviced with scheduled cam belt and oil changes.
Performance of Intended Role
The Seca was hard-pushed by marketing as a much larger vehicle than its predecessors - and that it is. It lost much of its traditional "compactness" and became more akin in size to the previous model Camry. It's big inside, with adequate poke from the 1.8 litre, and it's practical in every way. However this makes it ideally suited to a young family, where the practical hatch area and competent interior room mean that all the normal familial accoutrements can be dragged along.
Summary
As one motoring journo wrote at the time of release, "it's the kind of car you'd recommend with confidence to a friend who wants to simply get from A to B". Another said it was "no risk". Certainly, the Seca will probably last forever, but it's is also an excellent all-round everyday car. As a practical, car with good handling and a fair share of herbs, the 1.8 Seca is a winner.
