Toyota Celica

The Toyota Celica name has been applied to a series of popular sports cars made by the Japanese company Toyota. The name is derived from the Spanish word for "heavenly" or "celestial".

Through all generations, Celicas have been built around Toyota's high-performance inline-4 engines. The most significant change between generations occurred in 1986, when the drive train was changed from rear wheel drive to front wheel drive. During the RWD generations, American market Celicas were powered by various versions of Toyota's SOHC 20R or 22R engines. During the FWD generations, top-model Celicas came with a turbocharger and most recently, variable valve timing. Through seven generations, the model has gone through many revisions and design forks, including the Toyota Celica Supra (later known as the Toyota Supra). Other versions include a four wheel drive turbocharged model (designated All Trac in the US or GT-Four in Japan and Europe, produced from 1988-1999), a hatchback model, and a convertible model.

Racing

In racing, the Celica is known for its rally racing prowess. A GT-Four Celica competed in Group A Rally racing from the mid-1980s to the late 1990s. Carlos Sainz was the driver who drove to success in both the ST165 and ST185. Soon after introducing the ST205 in 1995, TTE was banned for 12 months from the WRC because of cheating. Some time after TTE switched to the shorter Toyota Corolla.

Special editions of the GT-Four models were produced for the public in extremely limited numbers (5000) due to homogolation demands. They are considered a collector's item by some enthusiasts. The ST185's homogolation version is called the Carlos Sainz (CS, after the driver), or RC in Japan.

In road racing, The Celica was raced by Dan Gurney's All American Racers team with factory backing in the IMSA GTU and GTO classes from 1983 to 1988. The team captured many class wins and the GTO Championship in 1987. Slightly modified versions of stock Celicas were also used as the spec car in the Toyota Pro/Celebrity Race from 1976 to 2005.

Team Racing Project Bandoh created a special RWD variant of the 7th generation Celica using a 3S-GTE engine[1]. It was entered into GT300 class of the Japanese Grand Touring Championship.

7th generation Celicas were also successfully campaigned in the NHRA Sport Compact Drag Racing series during the early 2000s. Toyotas run in the NHRA Funny Car class also used Celica bodies, although besides the body, these cars do not share any resemblance to their street counterparts.

The Celica (usually the 1st through 3rd generation Rear-Wheel Drive model powered by the R series engine) is sometimes raced privately in stock car racing, usually in four-cylinder classes at the grassroots level. A less stock version of the Celica with factory backing and development was campaigned successfully by several drivers in the Goody's Dash Series. These Celicas started racing in 2000 and had 6th or 7th generation bodies but a steel tube-frame race chassis and a production based V-6 engine that was not avalible in the street Celica. Robert Huffman won the 2003 Dash Series Championship driving one of these Celicas.

History

Timeline

1st Generation (1970-1977)

The first generation Celica was released to the market in 1970. Allegedly a "cut-down" version of Toyota's supercar, the 2000GT, the Celica was a relatively affordable sports car.

The Celica came out in three different versions, the LT, ST and GT. The lower-end LT was equipped with a 2T carbureted four-cylinder engine displacing 1600cc, while the ST came with a twin Solex-carburettor 2T-B engine. The 2T-G that powered the high-end GT model was a twin-cam, twin-solex carburettor 1600cc engine.

The GT model came with various upgrades like underbody spoilers, tinted windows, different bonnet flutes, power windows, air conditioning, and shared a few things with the ST - a full-length centre console and oil pressure/ammeter gauges, rather than the LT's warning lights.

There was also a GTV version, which could even be considered a hybrid between the GT and LT versions, as it had the 2T-G engine, with a slightly cut-down interior, and didn't come with things like power windows, but they were optional.

1976 Saw the addition of the liftback version, available in GT-form with a 2 litre engine. (See image).

2nd Generation (1978-1981)

The second generation Celica was released in 1978 (production began in late 1977), and was again available in both ST and GT trim levels. Power was provided by 2.2 L engines for both models. This new generation offered more safety, power and fuel economy than previous models, and was awarded Motor Trend's "Import Car of the Year" for 1978. In 1980, a four-door version was announced, known as the Toyota Celica Camry. This model was a Toyota Carina with a Celica front end. The Camry was spun off into its own range two years later.

A unique one-off development of this series was a car-derived pickup, designed by Toyota's California Studio in 1977.

3rd Generation (1982-1985)

1982 saw the introduction of the third generation Celica. Styling was changed considerably from previous models and power was now provided by a 2.4 L(22R-E) engine.In Australia, Toyota decided to drop the 21R-C in the celica instead of the American and Japanese 22R-E, as a result, the car only turned out a mere 67 kilowatts. In 1983, Toyota added the GT-S model to the Celica line to re-inject the sports image that Celica had lost as it grew larger and heavier with each subsequent model. The GT-S included larger wheels and tires, fender flares, independent rear suspension, a sports interior including special seats, and a leather-wrapped steering wheel and shifter knob.

4th Generation (1986-1989)

Chassis code:
ST: ST161
GT & GT-S: ST162
All-Trac/GT-Four: ST165

For 1986, the Celica changed completely. It was an all-new vehicle with front wheel drive, a rounded, flowing body and new 2.0 L four-cylinder engines. The Celica was now available in ST, GT and GT-S trim, all available as either coupe or liftback models, with the GT being offered up in a soft-top convertible coupe as well. STs and GTs came with a SOHC 8 valve, 2.0 L, 92 hp engine (Engine Code 2S-E) from the Toyota Camry, but quickly changed to an all new DOHC 116 hp engine (3S-FE) for the 1987 model year, also shared with the Camry. The GT-S was given a 135 hp version of the DOHC 2.0 L engine (3S-GE) featuring T-VIS. Front wheel drive and four-wheel independent suspension made the Celica a great all-around sports car.

In 1988, Toyota introduced the "ultimate Celica", the All-Trac Turbo or GT-Four. With full-time all wheel drive and a turbocharged version of the GT-S 2.0 L engine producing 190 hp (3S-GTE), it immediately took its place as the flagship of the Celica range, and became the official Toyota rally car for all years of production.

In some European countries these models were available instead;

5th Generation (1990-1993)

The fifth generation Celica was introduced in 1990. The Celica received revised styling, upgraded wheels and tires, and a more powerful GT-Four (US: All-Trac). In North America, the GT and GT-S were powered by the 2.2 L 5S-FE, while the ST sported the 1.6 L 4A-FE - all were DOHC 16-valve.

Anti-lock brakes were available on GTS all four years and was avalible on the GT from 1992-93, as were numerous luxury items -- all of these were standard on the All-Trac model. With its sport-style interior, power-operated driver's seat, and a sunroof as standard equipment, the All-Trac (known as the GT-Four outside of the United states) was the most expensive Celica yet. With a 2.0 L turbocharged 3S-GTE producing 149kW (200 BHP), it was also one of the most powerful Celicas made thus far.

The special rally edition of 5000 is known as the Carlos Sainz (CS) in Europe (in honour of their famous WRC driver) and the RC in Japan. Special features include:

• a different intercooler (WTA as opposed to ATA) which TTE wanted so they could more easily tune their WRC car;
• different bonnet, the emphasis of which is to get rid of heat as fast as possible, (instead of scooping in air, as is the case with the standard ST185 bonnet);
• different bumper which is much lighter than the standard one.

In 1992 Toyota facelifted the range, the changes include:

• stiffer anti roll bar;
• front and rear spring rates were increased significantly;
• new 3 way CAT system;
• improved gear linkage;
• a new 5S-FE, producing 100kW and 196Nm of torque;
• uprated disc brakes (from 269 to 277mm);
• wider body for the All-trac and GT-S;
• the ST and GT received a brand new bumper;
• 15" wheels on the GT model fitted with Dunlop 205/55VR tyres;
• a Toyota emblem on the hood; and,
• a tail light redesign.

However, in August of 1991 an earlier change was made, namely the front brake discs which where solid, were made vented.

6th Generation (1994-1999)

For 1994, Toyota pulled out all the stops. The sixth-generation Celicas bore very little resemblance to their previous brethren. The Celica was only available in ST and GT trims in the US for the 1994 model year, but the addition of the optional "sports package" to the GT produced GT-S-like handling. Styling of the new Celicas was acclaimed by most publications as "Supra-esque" with four exposed headlights. Celicas were available in either coupe or liftback form, with the GT sports package available only on the liftback. New safety equipment in the form of driver and passenger-side airbags was standard, and anti-lock brakes were available on all models. Celicas also sported CFC-free air conditioning.

Production of the Alltrac, or GT-Four as it was known outside the US, continued for the Japanese and Australian markets. This version was to be the most powerful Celica produced to date, producing between 240-250hp from an updated 3S-GTE motor. Influenced strongly by Team Toyota Europe, Toyota's factory team in the World Rally Championship, the final version of the GT-Four included improvements such as an all aluminium bonnet to save weight, four channel sports ABS, an improved CT20B turbocharger, and Super Strut Suspension. The 2500 homologation cars built to allow Toyota to enter the GT-Four as a Group A car in the World Rally Championship also sported extras such as all of the plumbing required to activate an anti-lag system, a water spray bar for the front heat exchanger and an extender spoiler mounted on risers. The car proved to be quite competitive in the 1995 World Championship. However, the team was banned from competition for a year after the car's single victory due to turbocharger irregularities.

1995 saw the introduction of the third generation convertible. Built off of the GT coupe, the conversion took place in the ASC facility in Rancho Dominguez, California. The vehicle arrived in the US as a partially assembled vehicle. At ASC, the roof was removed and a three-layer insulated and power-operated top was installed, producing a vehicle that was virtually water and windproof.

The 1996 Celica received optional side skirts to improve its aerodynamic efficiency, as well as a redesigned rear spoiler. Also available were optional driving lights in the redesigned grille area (standard on GT models). For 1997, the only change in the Celica was the discontinuation of the GT coupe.

In 1998, the ST model was discontinued to simplify the Celica ordering process. All Celicas (coupe, liftback and convertible) were now GT models. All 1998 Celicas included additional standard equipment, making the Celica a better value.

In 1999, the Celica lineup was simplified even further with the elimination of the coupe model. The Celica was now available as a GT liftback or a GT convertible. Also in 1999, Toyota released pictures of their next concept car, dubbed the XYR. The XYR displayed an aggressive stance and radical styling not seen since the last Toyota sports car, the Supra.

7th Generation (2000-2005)

In 2000, Toyota began production and sales of the 7th generation Celica. It closely resembled the XYR concept with the exception of the front bumper and rear spoiler. This Celica came in two trim levels, the GT powered by a 1.8 L 4-cylinder 140 hp 1ZZ engine and the GT-S powered by a 1.8 L 4-cylinder 180 hp 2ZZ engine co-developed with Yamaha. Both of these engines featured Toyota's signature VVTi (Variable Valve Timing with Intelligence) system, which continuously varied the camshaft timing. The GT-S had a more aggressive system called the VVTL-i (Variable Valve Timing with Lift and Intelligence) which would act as VVTi until 6200 rpm when the valves opened a fraction further and provided a 40 hp boost. The GT was available in both a 5-speed manual and 4-speed automatic and the GT-S was available with a close-ratio 6-speed manual and a 4-speed manumatic.

Unfortunately, Toyota was too late to the sport compact party. However, the Celica enjoyed the spotlight for about a year or so, being that it was one of the few vehicles offering 100 hp/L for under $27,000 USD. In 2001, Honda released the Acura RSX for the 2002 model year with a 2.0 L 4-cylinder 200 hp engine, which competed directly with the Celica.

In July 2004, Toyota announced the Celica would be discontinued in the United States at the end of the 2005 model year because of increasing competition and lack of sales. [2] Celica sales hit 52,406 units in 2000, but dropped sharply to 14,856 in 2003. As of November 2004, just 8,216 Celicas had been sold for calendar year 2004. Many attribute the 2004 loss in sales to the introduction of the cheaper Scion tC. This is a flawed theory, because Toyota owns Scion and is positioning the Scion tC as a successor to the Celica, as part of a greater brand positioning scheme.

Exporting of the Celica ceased in July 2005. However until mid-May, customers could still order one, although it was advised they took action before that time ended. Overseas the Celica received a small restyling, with new bumpers and headlamps, continuing its sales.