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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 célico (IPA ) meaning "heavenly" or "celestial".

Through all generations, Celicas have been built around Toyota's high-performance inline-4 engines, although some Celicas are powered by more economical, lower performance 4-cylinder engines. The most significant change between generations occurred in 1986, when the drivetrain was changed from rear wheel drive to front wheel drive. During the first three generations, American market Celicas were powered by various versions of Toyota's R series engines. Four wheel drive turbocharged model (designated All-trac in the US or GT-Four in Japan and Europe), produced from 1986 to 1999. Variable Valve Timing came in late 1997 Japanese models, and become standard in all models from 2000 model years. Through seven generations, the model has gone through many revisions and design forks, including the Toyota Celica Supra (later known as the Toyota Supra). Body styles for Celica are Notchback Coupe, Liftback, and Convertible.

First 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.

Displayed at 1970 Tokyo Motor Show in October, and marketed in December of the same year, the Celica was a personal car that emphasized on styling and driving enjoyment. Japanese models were ET, LT, ST, GT, and GTV. For export market, 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 1600 cc, while the ST came with a twin Solex-carburetor 2T-B engine. The 2T-G that powered the high-end GT model was a DOHC twin-Solex carburetor 1600 cc engine.

The GT model came with various upgrades like underbody spoilers, tinted windows, different hood flutes, power windows, air conditioning, GT front grill, and shared a few things with the ST - a full-length center 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 did not come with things like power windows, but they were optional. The GTV has firmer suspension.

The First Generation Celica's can be further broken down into two distinctive models. The first of these was the original with slant nose (trapezoid-like shape front corner light). This is for Coupe model only, TA22 and RA20. These models were released from 1970 to 1975 and came equipped with the 2T, 2T-G 1.6 liter, or 18R 2.0 liter motor. The second series with flat nose (square front corner light) and slightly longer wheelbase. This facelift model appeared in Japan in 1974, but for export is 1976 model year.

The first Celica for North America, 1971 ST was powered by 1.9 liter 8R engine. The 1972-1974 models have 2.0 liter 18R engine. For 1975-1977, engine for the North American Celica is 2.2 liter 20R.

The Liftback was introduced for Japanese market in April 1973, but not until 1976 for North America. Models for home market Liftback were 1600ST, 1600GT (TA27), 2000ST, and 2000GT (RA28). The American Liftback is GT (RA29) with 2.2 liter 20R engine. All the Liftback models which commonly known as the 'Mustang' shape have flat nose.

Although they looked the same there were a few minor visible differences. The facelift Coupe is coded RA23 with 18R engine, or RA24 with 20R engine. The RA23 and RA28 have a more distinctive 'bump' in the bonnet which the TA22, RA20 Coupe and TA27, RA25 Liftback Celica lacked. The TA22 Celica also had removable vents mounted in the bonnet, which the RA23 and RA28 lacked. The RA series also had an elongated nose to accommodate the larger engine. The door vents, fuel filler cap and interior were also different between the TA and RA series.

In Australia, the Celica was first released in the 1.6L 2T motor. The later 1975-1977 Celica was released with the 2.0L 18R motor.

The very first entry for Celica in the World Rally Championship was in 1972 RAC Rally when Ove Andersson drove TA22 1600GTV into the ninth place.

Second generation (1978-1981)

The second generation Celica was released in 1978 (production began in late 1977), and was again available in both Coupe and Liftback froms.

The second generation Celica can also be broken down into two series of release (known as Series A and Series B). These two Celica’s were only distinguishable by appearance - both having the same engine capacity. Series A Celica's (1977-1979) were released with round headlights and chrome bumpers for lower grades. The higher grades such as GT has black rubber bumpers. The Series B Celica (1980-1981) was released with square headlights and Black rubber bumpers and various other 'minor' differences.

Power for North American models was provided by 2.2 L engine for both ST and GT models. Japan and other destinations have 1.6, 1.8, and 2.0 liter. 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. Japanese models were ET, LT, ST, SE, XT, GT, and GTV. The GT and GTV have 18R-G Twincam engine. Later the GTV was replaced by GT Rally. 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 as its own model two years later.

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

The limited edition "US Grand Prix" GT Liftback was offered in 1980, and in 1981 the GTA Coupe was released to celebrate the Celica 10th Anniversary.

There were about 70 different models of 2nd generation Celica ever sold in Japan, although at one time there were 49.

Third generation (1982-1985)

1982 saw the introduction of the third generation Celica. The car was available in coupe and liftback forms, with many buyers biased towards the liftback. Styling was changed considerably from previous models and power was provided by a 2.4 L 22-R or 22R-E engine in all North American models, while carbureted 2.0 L I4 engine (namely a 2S-G) was also used. Other engines for Japanese models were 1.6 liter 2T, 1.8 liter 3T and 1S, and 2.0 liter 18R-G. Trim levels are SV, ST, ST-EFI, SX, GT, and GT Rally.

In September 1982, the first Celica turbo was launched in Japan. The GT-T has 1.8 liter 3T-TE engine. In order to meet the FISA Regulation for Group B Rally Car to compete in the World Rally Championship (WRC), 200 units Celica GT-TS were built. These were the basic car for Group B Celica Twincam Turbo (TA64) which built and rallied by Toyota Team Europe (TTE).

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.

Minor change was given in late 1983 for 1984 model year, and distinguished by the redesign front end with fully-closed retractable headlights. Hood, grille, and tail lights were also new. The GT-R and GT-TR (turbo) were added to the Japanese line up.

Fuel injection became standard on all North American Celica, therefore the 22R engine became 22R-E. The GT-S Convertible, built by American Sunroof Corporation (ASC) in California, was released in 1984.

In Australia, Toyota decided to use the 21R-C in the Celica instead of the American 22R-E and Japanese 3T, as a result, the car only turned out a mere 67 kW.

In Europe, the Celica was offered as 1600ST with 2T engine, 2000XT (21R), and 2000GT (18R-G).

Fourth generation (1986-1989)

Chassis code:
1.6 ST & 1.6 GT: AT160
ST: ST161
2.0 SX, GT & GT-S: ST162
1.8 ST-EFI & 1.8 SX: ST163
All-Trac/GT-Four: ST165

For 1986, the Celica changed completely. It was now an all-new vehicle with front wheel drive, a rounded, flowing body and new 2.0 L four-cylinder engines. In North America, 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. ST and GT came with a SOHC 8 valve, 2.0 L, 92 hp 2S-E engine from the 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.

For Japanese market Toyota introduced the "ultimate Celica", the GT-Four (ST165) in October 1986. 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. The GT-Four began exported for 1988 model year, and marketed in the USA as All-trac Turbo.

The ST165 GT-Four made its World Rally debut in 1988 Tour de Corse and finished 6th. The first victory came in 1988 Cyprus (non-WRC), and the first WRC victory in 1989 Rally Australia.

In some European countries these models were available instead;

Celica Engine hp @rpm Nm @rpm Weight(kg) 0-100(km/h) TopSpeed(km/h)
1.6 ST 1587 cc 8V Carb 86 5600 136 3600 1005 12.4 s 175
1.6 GT 1587 cc 16V 4A-GE 124 6600 142 5000 1060 8.9 s 205
2.0 GT-S 1998 cc 16V 3S-GE 150 6400 180 4800 1130 8.6 s 210
2.0 GT-Four 1998 cc Turbo 16V 3S-GTE 182 6000 249 3200 1465 7.9 s 220

Fifth generation (1990-1993)

The fifth generation Celica was introduced in October 1989 for 1990 model year. The Celica received revised styling, upgraded wheels and tires, and a more powerful GT-Four (US: All-Trac). Japanese domestic market (JDM) models are S-R, Z-R, GT-R, Active Sports (with active suspension), and GT-Four. In North America, the GT and GT-S were powered by the 2.2 L 5S-FE, while the ST sported the DOHC 16-valve, 1.6 L 4A-FE. The GT-S and all export market GT-Four are Wide body Liftbacks with flared fenders. The JDM GT-Four was also offered as normal body.

Trim levels for Europe are 1.6 ST-i, 2.0 GT-i 16, and GT-Four. The 2.0 GT-i 16 Cabriolet was offered only in certain European countries. Models for Australia are SX Coupe, SX Liftback, and GT-Four. In August 1990, the GT-Four A and Convertible were added into Japanese line up. The 20th Anniversary GT-R came in December 1990 to celebrate 20 years of Celica.

There are 3 different gearboxes for ST185 GT-Four. The E150F with 4.285 final gear ratio was installed in the JDM and All-trac. European and Australian specs come with E151F with 3.933 ratio. The JDM only GT-Four Rally has close ratio E152F. All the RC/Carlos Sainz/Group A have E151F.

Anti-lock brakes were available on GT-S all four years and was available on the GT from 1992 to 1993, 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 US) was the most expensive Celica yet. With a 2.0 L turbocharged 3S-GTE producing 149 kW (200 bhp), it was also one of the most powerful Celicas made thus far.

The special rally edition of 5000 units was known as the GT-Four RC in Japan, Carlos Sainz (CS) in Europe (in honour of their famous WRC driver), or Group A Rallye in Australia. Special features include:

  • a different intercooler (WTA as opposed to ATA) which TTE wanted so they could more easily tune their WRC car;
  • different hood, 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 hood);
  • different bumper which is much lighter than the standard one.
Out of 5000 units, 1800 were for Japanese market, 3000 were allocated to Europe, 150 in Australia, 25 in Singapore, and very few made a trip to New Zealand and general markets.

5th Generation Models
Chassis Code Model(s) 2/4WS, FWD/4WD Engine Power Torque Markets JDM price (¥1000)
AT180 ST 2WS, FWD 4A-FE 77 kW @ 6000 rpm 138 Nm @ 3200 rpm EU, NA, General -
ST182 2.0 GT-i 16 2WS, FWD 3S-GE 118 kW @ 6600 rpm 186 Nm @ 4800 rpm EU -
ST183 Active Sports 4WS, FWD 3S-GE 118 kW @ 6600 rpm 186 Nm @ 4800 rpm JP 3200
ST182 GT-R 2WS, FWD 3S-GE 118 kW @ 6600 rpm 186 Nm @ 4800 rpm JP 1880
ST183 GT-R 4WS, FWD 3S-GE 118 kW @ 6600 rpm 186 Nm @ 4800 rpm JP 1970
ST182 Z-R 2WS, FWD 3S-FE 93kW - JP 1608
ST183 Z-R 4WS, FWD 3S-FE 93 kW - JP 1698
ST182 S-R 2WS, FWD 3S-FE 93 kW - JP 1464
ST183 S-R 4WS, FWD 3S-FE 93 kW - JP 1554
ST184 GT, GT-S (North America), SX (Australia) 2WS, FWD 5S-FE 97 kW @ 5400 rpm 186 Nm @ 4400 rpm NA, AU -
ST185 All-Trac, GT-Four 2WS, 4WD 3S-GTE 149 kW @ 6000 rpm 270 Nm @ 3200 rpm All 2685, 3395 (for GT-Four A with Luxury Package)

In August 1991 for 1992 model year Toyota facelifted the Celica, the changes include:

  • stiffer anti roll bar;
  • front and rear spring rates were increased significantly;
  • new 3-way catalytic converter;
  • improved gear linkage;
  • shorter gearshift
  • a new 5S-FE, producing 100 kW and 196 Nm of torque;
  • uprated disc brakes (from 269 to 277 mm);
  • the front-drive models received a brand new bumper;
  • 15 in wheels on the GT model fitted with Dunlop 205/55VR tires;
  • a Toyota emblem on the hood and trunk; and,
  • a taillight redesign;
  • new round fog lights for JDM GT-Four;
  • ventilated front disc brake.

Optional for the JDM cars are Cruise Control Package, SD Package and Luxury Package.

Sixth 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. The ST has new 1.8 liter 7A-FE engine, the GT is powered by the carry over 2.2 liter 5S-FE. In Canada, the GT Liftback with "sports package" is badged GT-S. 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 then later passenger-side) airbags was standard, and anti-lock brakes were available on all models. Many Celicas also sported CFC-free air conditioning.

Initially the Japanese domestic market (JDM) models were SS-I and SS-II. The ST205 GT-Four was launched in February 1994, and the Convertible in the Autumn of the same year.

Production of the All-Trac, or GT-Four as it was known outside the US, continued for the Japanese, Australian, European, and British markets. This version was to be the most powerful Celica produced to date, producing between 240-250 hp from an updated 3S-GTE engine. 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 aluminum hood to save weight, four-channel 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 Intercooler 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.

In Australia, the ST204 (2.2 liter) was offered in SX and ZR trim levels. The ZR has standard fog lights, alloys, and other features. The ST205 is the final GT-Four Celica which was only avaliable in Australia in 1994. There was a limited delivery of only 77 ST205's with each vehicle including an individual numbered plaque in the cabin and Group A Rallye badges on the hatch.

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.

In August 1995, the SS-III was added into Japanese line up. 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). To celebrate 25 years of Celica, the SS-I and SS-III Special Edition were released in Japan, and the 25th Anniversary ST Limited and GT Convertible marked this occasion in the USA.

For 1997, the only change in the North American Celica was the discontinuation of the GT coupe. Another minor change was given to JDM Celica in December 1997. Projector headlights are optional for all models. The 3S-GE engine on SS-II and SS-III received VVT-i, the SS-III was given a Beams Tuned 3S-GE engine. WRC style high rear spoiler returned on the GT-Four and also standard on the SS-III.

In 1998, the ST model was discontinued to simplify the Celica ordering process. All Celicas in North America (coupe, liftback and convertible) were now GT models. The 1998 models have 3 spoke sporty steering wheel and the deletion of front strut bar. Based on the 1.8 ST, Toyota GB released the Celica SR with lowered suspension, bigger alloys, and mesh grille.

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. The GT-Four was still offered in Japan. 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.

Seventh generation (2000-2006)

In 2000, Toyota began production and sales of the seventh generation Celica. It closely resembled the XYR concept with the exception of the front bumper and rear spoiler. The 2000 Celica was an element of Toyota Project Genesis, an effort to bring younger buyers to the marque in the United States.

This Celica came in two trim levels, the GT powered by a 1.8 L 4-cylinder 140 hp 1ZZ-FE engine and the GT-S powered by a 1.8 L 4-cylinder 180 hp 2ZZ-GE engine co-developed with Yamaha. Both of these engines featured Toyota's signature VVT-i (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 VVT-i 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.

All the European models have 6 speed manual transmission, and just marketed as 1.8 VVT-i and 1.8 VVTL-i 190 or T-Sport, which are the GT and GT-S respectively.

In 2002 Toyota also made some changes on the Celica GT-S, with the revs being limited to 7800 rpm, down from 8350 rpm on the original 7th generation. (The RHD Celicas did not incur the reduction in the redline rpm) This difference results in a big hit to performance, as the 2ZZ is primarily a high-revving engine.

In 2003 the Celica received a face lift, with a revised front bumper, revised tail lights, and the addition of several new colors to the lineup. The GT-S was also now equipped with a drive-by-wire (DBW) throttle body in the manual transmission model. Throttle drive-by-wire, while shortening throttle response, comprimises the ability to use an aftermarket ECU, thus limiting tuning potential.

In July 2004, Toyota announced the Celica (as well as the MR2) would be discontinued in the United States at the end of the 2005 model year because of increasing competition and lack of sales. * 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. This leaves Toyota with only three sporty cars, the Camry Solara, the Toyota Corolla and Corolla Matrix XRS.

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.

In UK, Toyota released the Celica GT. This is not the same as GT in North America. The British GT is actually the T-Sport with additional body kits and bigger alloys.

Racing

In racing, the Celica is known for its rally racing prowess. The first World Rally Championship (WRC) victory came in 1982 Rally of New Zealand with 2000GT (RA63). From 1983 to 1986, the Group B Celica Twincam Turbo (TA64) won all six WRC events in Africa they entered. GT-Four Celicas competed in Group A Rally racing from the 1988 to 1997. GT-Four Celicas have won two manufacturer's titles, and four driver's titles. Carlos Sainz was the most successful driver, winning WRC titles with the ST165 in 1990 and the ST185 in 1992. The ST185 also won 1993 and 1994 titles with Juha Kankkunen and Didier Auriol respectively. The ST185's fourth consecutive Safari Rally victory came in 1995, which was also Toyota's 8th victories in this event. Soon after introducing the ST205 in 1995, Team Toyota Europe 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 rear wheel drive variant of the seventh generation Celica using a 3S-GTE engine*. It was entered into GT300 class of the Japanese Grand Touring Championship.

Seventh 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 available in the street Celica. Robert Huffman won the 2003 Dash Series Championship driving one of these Celicas.

Timeline

1970 - Celica LT, ST, GT introduced
1972 - Celica GTV introduced, first World Rally Championship (WRC) in RAC Rally
1976 - Celica wins Motor Trend Import Car of the Year
1976 - Celica introduced in liftback form; 1-millionth Celica produced in June 1977
1978 - Second generation Celica introduced; wins Motor Trend Import Car of the Year
1982 - Third generation introduced. :1984 - Celica GT-S among Consumer's Digest "Best Buys" and Car and Driver Ten Best Cars
1985 - First convertible version produced
1986 - Fourth generation; front wheel drive introduced in late 1985, followed by GT-Four in October 1986
1987 - New-generation convertible introduced
1988 - All-Trac/GT-Four model for export
1990 - Fifth generation introduced. Spaniard Carlos Sainz driving ST165 GT-Four became World Rally Champion (WRC).
1992 - Carlos Sainz won his second WRC title with ST185 GT-Four
1993 - Last year of the GT-S, All-trac Turbo. Juha Kankkunen won his 4th WRC title, driving ST185 GT-Four.
1994 - Sixth generation introduced. Didier Auriol won WRC title with ST185 GT-Four.
1995 - New generation convertible produced. Celica and Supra were dropped from the Canadian market.
1997 - "Most Reliable Used Vehicles, MYs '89-'95" J.D. Power & Associates
1999 - Coupe discontinued
2000 - Seventh generation Celica is introduced, and the Celica returns to Canada after a 5-year hiatus.
2001 - US Consumer Reports rates Celica GT-S "Best Sports Coupe" "Most Wanted Sport Coupe Under $30,000" Edmunds.com
2002 - US Consumer Reports "Most Reliable Sporty Car"; Edmunds.com "Most Wanted Sport Coupe - - Under $30,000"
2005 - Celica discontinued in the US and Australia. Still in production in Japan.
2006 - Toyota ended the production of the 7th generation Celica in Japan.

External links

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