SEVEN GENERATIONS OF TOYOTA CELICAS
FIRST GENERATION 1971-77CELICA: “THE MINI PONY CAR,” The first Toyota Celica debuted in 1971 featuring standard pony-car styling: long hood, short deck, and somewhat tacky plastic hood vents and stick-on stripes. The rear wheels were powered by the same overhead-cam 1858cc, four-cylinder engine that also powered Toyota’s Corona and Mark II models. This engine was considered very smooth and quiet during “normal” use, especially for a four cylinder; but like the other four-bangers of the day, it was harsh and noisy at high engine speeds. In terms of performance, however, it was at the top of its class. It was rated at 108 horsepower and produced 117 ft./lbs. of torque. A four-speed manual transmission was standard. Inside, fake wood trim on the dashboard, steering wheel and shift knob offered a change from the unadorned plastic offered on other Japanese cars of the day. Full instrumentation—tachometer, oil pressure, coolant temperature, generator charging and fuel level gauges—and above-average seats attested to the Celica’s sporting intentions. The small rear seat and trunk gave credence to its claims of practicality. Underneath, Toyota designed a completely new suspension featuring MacPherson struts in the front and a live axle located by four trailing links and a Panhard rod in the rear. The package handled fairly well, but test drivers of the day had complaints about body roll and terminal understeer—hardly surprising, considering that 59 percent of the car’s weight was distributed on the front. Overall performance was adequate, with 0-60 mph times of 13.5 seconds and 18.6-second quarter mile times. The front disc/rear drum brake setup provided acceptable if not outstanding braking performance, stopping the car from 80 mph in 303 feet. Since the 1971 Celica listed for just $2648, it was one of the best values around. “Pound for pound, the buyer gets a lot for his $2648,” announced Road & Track in their road test. “It’s an attractive and appealing car for someone who wants a bit of extra sportiness with his economical motoring.” In an attempt to compensate for the power-robbing emission controls required by federal legislation, Toyota switched to a larger engine for the Celica in 1972. The new engine was still a single-overhead-cam, four-cylinder design; however, displacement was increased to 1968cc. Horsepower was slightly down, to a figure in the mid-90s. The first significant improvements in Celica performance came in 1974, when the GT model debuted. The Celica GT offered a number of features not found on the base ST model (which up to then had been the only model available): five-speed transmission in place of the four-speed; five-inch-wide steel wheels and 185/70-13 radials instead of the standard 4.5-inch rims and 165-13 tires; a padded four-spoke steering wheel and shift knob; woven vinyl seat inserts; upgraded sound system; “GT” side stripes; and, most importantly, an upgraded suspension. This offered better balance through increased spring rates and improved shock valving. 1975 brought big news for the Celica: a new 2.2-liter (2189cc) engine with an aluminum cross-flow cylinder head. This four-cylinder, SOHC engine still produced horsepower in the mid-90s, but had increased torque for more spirited around-town driving. Also offered in 1975 was a new model, the LT, which was a base model with a plain instrument panel (no fake woodgrain) and no exterior chrome. The ST continued as a more upgraded model, and the GT remained the sportiest Celica. GENERATION 1.5: A STEPPING STONE MODEL The first significant body changes were made to the Celica in 1976. All models for this year featured stretched wheelbases, wider front tracks and 14-inch wheels instead of the prior years’ 13-inch units. In addition, the Celica GT wheels were widened to five and a half inches. But the most important change was the addition of the new Liftback, a hatchback design that more than tripled luggage capacity once the rear seat was folded down. The new body style was also racier looking, resembling a scaled-down version of the Mustang fastback. The Liftback was offered only as a GT model, although it could be ordered with the three-speed transmission in place of the normal GT five-speed. The coupes continued to be sold in both ST and GT form, but the LT model was dropped from the lineup. SECOND GENERATION: EURO LINES INTRODUCED A completely new look for the Celica debuted in 1978, when a distinctly European body style was introduced. The new car featured more rounded, contemporary styling highlighted by stainless steel “targa-look” B pillars. The GT coupe and Liftback models continued to offer the 2.2-liter, 20R engine mated with a standard five-speed transmission or optional three-speed automatic; the five-speed also became standard for the ST coupe. The Celica was little changed for 1979; the big news that year was the appearance of the sporty Supra. The Supra was basically a Celica Liftback with a lengthened nose, a 2.6-liter, six-cylinder engine and four-wheel-disc brakes. Unfortunately, the Toyota suspension continued to exhibit severe understeer and body roll—two traits that were growing old to testers and consumers alike. The next year, 1980, brought the reintroduction of the four-speed transmission as standard equipment on the Celica ST; the five-speed became optional. In keeping with popular styling trends, the ’80 Celicas received a new, squared-off front end treatment with four rectangular headlights in place of the previous years’ round lamps. The GT models received such luxurious accessories as a four-spoke tilt wheel, dual outer rear-view mirrors, Halogen headlamps, and an optional power package. Best of all, the GTs got a new rear anti-roll bar to combat understeer, and could be ordered with aluminum wheels. Toyota continued to improve the Celica’s performance in 1981 by offering a new 2.4-liter engine. This larger powerplant (22R in Toyota-speak) offered six more horsepower than the 2.2 liter (96 at 4800 rpm) and seven more ft./lbs. of torque (129 ft./ lbs. at 2800 rpm). Also new was an optional overdrive automatic transmission, which made for slower acceleration, but greatly improved drivability. A special model, the GTA, was created to celebrate the Celica’s 10th anniversary in the U.S. Basically, the GTA was little more than a trim package with an upgraded sound system. THIRD GENERATION: AERO IS THE RULE OF THE DAY The Celica line was completely revised again in 1982, when the styling became more angular and aerodynamic. The rounded, softer lines of the two previous generations were exchanged for crisp angles and taut surfaces; all models featured retractable headlights. The mechanics remained largely unchanged, with the exception of a few well chosen, significant improvements. The rear suspension was the same coil-sprung live axle, but up front, the suspension alignment was modified for improved road feel, and a rack-and-pinion steering system replaced the older model’s often criticized recirculating-ball design. Wheelbase remained the same, but all other dimensions increased. Also in 1982, a new option, the “S” package, debuted for the GT Liftback. (This was a forerunner to the GT-S package that would eventually appear in 1984.) The Supra-like “S” package featured eight-way adjustable sport seats, fender flares, seven-inch-wide aluminum wheels (instead of the GT’s standard six-inch wide wheels), larger tires and a larger diameter front anti-roll bar. The “S” package also became available on the GT coupe in 1983, and this package was made more attractive that year with the addition of an independent rear suspension, previously only offered on the Supra. The Celica could finally handle like a real sports car, thanks to the “S” package’s semi-trailing-arm rear suspension and standard power-assist steering. And that’s not all: The 1983 model year also brought the introduction of fuel injection to the Celica. The Bosch L-Jetronic injection upped horsepower from 96 to 105 and was fitted to all models, except the ST cars equipped with manual transmissions. The “S” package evolved into the Celica GT-S in 1984. Besides the formal model designation, the GT-S also received four-wheel-disc brakes. However, a problem with fore-aft balance led the testers of the day to conclude that these disc brakes were no better than the earlier disc/drum setup. The GT-S appeared in convertible form halfway through 1984. The Celica ST, GT and GT-S models got a revised engine in 1985. This variation on the existing 2.4-liter, fuel-injected engine had a new, light alloy block mated to the previous year’s crank and connecting rods. The new engine brought total horsepower up to 116 and was good for 140 ft./lbs. of torque. FOURTH GENERATION: FRONT-WHEEL-DRIVE DEBUTS The next year, 1986, brought yet another restyling for the Celica—and this was the most radical redesign yet. Toyota said farewell to the Celica’s pony-car origins with a switch to front-wheel-drive, and a totally new body signified the new start for Celica. The previous model’s squared-off, somewhat awkward body was replaced by a rounded, graceful shape that was both pleasing to the eye and efficient. Underneath, a new two-liter, fuel-injected, four-cylinder engine was mated to either a five-speed manual or a four-speed automatic transmission. There were actually two new engines introduced in 1986. The ST and GT model Celicas received a SOHC, 1995cc engine that was good for 97 horsepower and 118 ft./lbs. of torque. In contrast, the 16-valve, DOHC, 1998cc engine offered in the GT-S produced a total of 135 horsepower at 6000 rpm. This was 19 more horsepower than the old 2.4 produced; although torque was down to 125 ft./lbs., the new 3SGE 16-valve’s smoothness and flexibility more than made up for the loss in torque. The new Celica’s suspension was all-independent, with MacPherson struts, offset coil springs, L-shaped lower arms and a large anti-roll bar up front; in the rear, there were Chapman struts with double lower links on each side, longitudinal rods and an anti-roll bar. Toyota’s engineers avoided that front-wheel-drive nemesis, torque steer, by giving the Celica equal-length half-shafts. GT-S models continued to offer disc brakes front and back, but the fronts were now ventilated. GT and ST models still featured front disc/rear drum brakes. Toyota continued to offer the Coupe in ST, GT, and GT-S form, and the Liftback was still available in GT and GT-S grades. But the convertible was dropped from the line for 1986, while the Supra became a completely separate model and was not updated to the new design. 1988 brought big news for those who wanted a Celica with sporting intentions: the introduction of the Celica All-Trac Turbo. This all-wheel-drive Celica featured the same two-liter engine found in the GT-S, but with the powerful addition of a liquid intercooled turbocharger. (This engine, designated 3SGTE, later saw duty in the 1991-’95, second-generation MR2.) Underneath the All-Trac, a viscous-type differential made sure the turbo’s power was transmitted to the ground. All-Tracs were distinguished by the driving lights mounted on the large front air dam, and by the addition of aerodynamic side skirts. FIFTH GENERATION: EVEN SMOOTHER THAN BEFORE The fifth generation of Celicas was introduced in 1989. More aerodynamic in appearance than its predecessor, this Celica featured a higher rear deck treatment, a lower front end, and an altogether rounded, more sculpted design. The suspension was the same MacPherson strut front and dual link rear design that debuted in 1986, but with subtle changes for improved handling and stability. Also, the Celica All-Trac received an optional torque-sensing center differential in place of the previous viscous unit. The fifth-generation Celica was available with three engines: The ST was equipped with a 1.6-liter twin-cam, while the GT and GT-S received the 2.2 liter 5SFE. This engine was a stretched version of the earlier 2.0-liter, normally-aspirated 3SGE and produced 135 horsepower; it later saw duty as the base engine for the Camry and the MR2. The All-Trac featured the turbocharged 200 horsepower 3SGTE engine, relatively untouched from 1988. Unfortunately, the turbo-equipped All-Trac had to heft around nearly 3100 pounds, and while it was quick on boost, the added weight did little to help handling. SIXTH GENERATION: BUG-EYED LOOKS Introduced in 1994, the sixth-generation Celica eschewed bland and inoffensive lines for a nearly bug-eyed visage. The head- and driving lights, coupled with a mouth-like lower radiator opening, gave the Celica an almost cutesy character. This, coupled with the fact that Toyota was no longer importing the cult-status All-Trac to the U.S., led many to believe that the new Celica was all about looks—and little about performance. Underneath the controversial styling, however, extensive reengineering of the Celica’s unibody yielded a 250-pound decrease in weight. This newfound slimness improved the new model’s handling and acceleration immensely compared to the previous generation of Celicas. Two engines were offered in both the coupe and Liftback Celicas. The ST was powered by the 7AFE, a 1.8-liter, DOHC, 16-valve engine that was also found in the Corolla. The GT was powered by the 2.2-liter 5SFE carried over from the previous generation Celica. The GT’s 0-60 times were in the low eight-second range, while the ST barely nudged into the sub-10-second bracket. The suspension was carried over nearly unchanged from the previous two generations, with a MacPherson strut front and Chapman strut rear. Like all the Celica generations, these new cars were equipped with wider than average wheels, as the GT was blessed with 15x6.5-inch steel wheels (with 15x7-inch alloys as an option), while the ST used 14x6-inch steel wheels with optional 14x6-inch alloys. These details helped gain praise from testers, such as Car and Driver’s “grippy” and “unfailingly stable.” Odd looks aside, the sixth-generation car captured its share of national autocross titles, winning SCCA H Stock national Solo II titles in 1994,1996,1997,1998 and 1999. The GT also found success in E Stock, capturing the national title in 1998 and 1999. For 2000, the ST has been moved to E Stock, where it will have to do battle with the older GT, as well as the new seventh-generation GT. SEVENTH GENERATION: TOYOTA’S HONDA FIGHTER Toyota decided that its latest Celica, introduced this year, should compete head-to-head with Honda in the rapidly-expanding sport compact and modified import scene. Dead in the center of the Celica’s sights are the Honda Civic Si and Acura Integra GS-R. The Civic and Integra have been the wunderkind of the burgeoning import aftermarket scene, as their simple lines and readily-tuned engines and suspensions create a blank canvas just waiting for customization. Aftermarket tuners have sprouted like weeds, eager to supply this next generation of car enthusiasts. Toyota would also like to attract this young, and—for the most part—male crowd. The solution was to make an even lighter Celica (by 50 to 100 pounds, depending on options), powered by some of the more sophisticated four-cylinder engines on the planet. The GT uses the 1ZZFE, 140-horsepower engine with VVT-i variable valve timing. This engine uses a higher compression ratio and variable valve timing to optimize torque and horsepower over the 1ZZFE that was introduced in the Corolla. The GT-S model takes the variable valve technology one step further, with variable timing and lift. Co-designed with Yamaha (who helped Toyota with the head design on the turbocharged 3SGTE), the 2ZZFE-VVTL-i engine uses an oil-pressure-actuated system that decides which of two different cam profiles should be used. Like the Honda-designed VTEC system, the VVTL-i head helps this 1796cc engine crank out a good amount of power, producing 180 horsepower at 7600 rpm and 133 ft.-lbs. of torque at 6800 rpm. Other major differences between the GT and GT-S Celicas are the brakes and available suspensions. The GT-S offers four-wheel discs, while the GT comes with a disc front and drum rear system. The GT-S also comes with a six-speed manual transmission or an automatic with F1-style steering-wheel-mounted shifters. The GT was only offered with a standard five-speed or conventional slush box. The new Celica backs up its 21st century looks with real performance figures. Manual-transmission-equipped GTs can scoot to 60 mph in under eight seconds, while the GT-S can manage the feat in less than seven. SCCA has classed the GT in E Stock, where it has already captured ProSolo and National Tour wins, while the GT-S is still somewhat of an unknown in G Stock. For road racing, the GT-S is a potential Miata killer in SSB, while the GT has yet to be classed. BUYING AND MODIFYING A CELICA Celicas have been produced for nearly 30 years, and in that time, a lot of changes have occurred. While it’s hard to generalize over such a broad range of styles, designs and shortcomings, there are several points to consider. Performance-wise, you can lump the Celicas into two categories: front-wheel-drive and rear-wheel-drive. Toyota kept refining the rear-wheel-drive cars to the point where their last few years of production were the best, while the front-wheel-drive cars are similarly being continuously improved. While the rugged simplicity of the rear-wheel-drive cars, with their truck-derived engines, will help keep them running and running, they don’t offer the refinement and handling of the later front-wheel drivers. Rust can create problems for any of the first four generations of Celicas. The latest generations have been fully galvanized, reducing this problem to a minimum. Problem areas on the earlier cars include the hatches (on the Liftback cars), rear spring perches, rocker panels and along the bottom of the front fenders. Unfortunately, fenders and trim pieces are very hard to find these days, so make sure you find a car that has all of these parts. Mechanically, the Celicas have been nearly bullet-proof, with very few driveline failures. The timing chain guides on later versions of the 22R are made of plastic, and they have been known to break, sending the chain through the timing cover. This will also allow coolant into the oil or spray oil out the driver’s side of the engine. The older version used a dual-row chain and steel guides that are trouble free. Electrical problems are few and far between, but alternators will eventually give up the ghost. Oddly enough, low output from an alternator will cause both the battery and brake warning lights to come on. This has confused some owners into thinking that they have brake issues in addition to electrical problems. Radiators have also been known to clog. Unfortunately, the passages are quite small and not suitable for traditional rodding methods. In many cases, the only fix is a new radiator. Later Celicas have also been trouble-free, needing just basic maintenance to keep running seemingly forever. The 2.2-liter 5SFE motor in the GT has a tendency to jump its timing belt if it is run longer than the recommended 60,000 miles, but luckily the cylinder head is a non-interference design, so this failure merely strands the car without severe mechanical damage. While the timing belt is being replaced, it’s a good idea to look at the water pump, too, since that often goes around the time of the timing belt. Both repairs are relatively inexpensive when done together. The vast majority of problems that are seen are simply due to high mileage, as Celicas have been known to run for three or four hundred thousand miles. Even the most reliable car will need some repair and replacement after such a time. Except for rust, it’s hard to find a bad one. The rugged simplicity of the early rear-wheel-drive Celicas has created a small but rabid group of enthusiasts of these “Old Skool” cars. Typical modifications start with the ubiquitous engine swap. Like the Honda hybrids of today, the Toyota Celica’s engine can be updated and backdated quite easily. One of the more common swaps that yields great results is the 18RG engine installation. This twin-cam engine was never officially imported to the U.S., but it can reach 180 horsepower with exhaust, cam and dual carbs. Unfortunately, 18RGs are increasingly hard to find; however Toysport can help you build the earlier U.S.-spec engine to Japanese specs with a cylinder head swap. The 18RG can also be installed into 20R and 22R equipped cars if you swap out the front crossmember. According to Chris Myer of Cyberspace Automotive Performance, “the 20R and 22R both have basically the same block. Bore either—preferably the 22R—to 94mm, add some Wiseco pistons, smack on a 20R head with a carb and a header, and you’ve got a real beast. “The carburetor is the biggest weakness of the 20R and 22R,” he explains. “Just putting a good Weber dual down-draft 38 makes a world of difference. The Weber 32/36 is too small.” The cylinder heads fitted to many of the early Celicas aren’t ideal, but according to Chris they can be made to work. “The biggest,” problem with both the 20R and 22R head is the small exhaust port, so be sure to pick a dual-profile cam that has more duration and lift on the exhaust unless you’ve been able to do some serious port work on that side. “The second-biggest problem is valve train. You’ll wipe out cams left and right unless you get the right one that is made for this poor valve train; avoid the aggressive Crane cams at all costs. Mild Cranes are okay, but the Schneiders last longer than any I’ve seen.” The 22RE fuel-injected cars can also be turbocharged without insurmountable difficulty. The simple cross-flow cylinder head design and longitudinal engine layout make plumbing a turbo quite easy. LC Engineering makes a complete turbocharger system for both the 20R and 22R that can be set up for 10 psi (stock bottom end) or 10-plus psi (engine work required). Massive power enhancements aside, the Celicas are very straight-forward to modify. Want it to handle? Aftermarket springs, shocks, camber plates and a large front anti-roll bar on the rear-wheel-drive cars will help immensely, while front-wheel-drive cars often only need shocks and a good alignment to stick like glue. DARING TO BE DIFFERENT Since aftermarket parts aren’t as easy to come by, Celica owners tend to be those who hang out at The Home Depot looking at plumbing fittings or dryer hose, wondering what kind of cold-air intake could be assembled from 30 cents worth of tubing. While the end result may not be as glamorous as a chrome-plated intake tract for a modern sport compact car, there is an allure in not seeing your twin at every street corner in urban America. For 30 years, the Celica has been a unique alternative to the mainstream aftermarket crowd; thanks to Toyota’s penchant for building reliable cars, this will probably continue for another thirty. SOURCES FOR THIS ARTICLE Cyberspace Automotive Performance 7801A Ellis Road West Melbourne, FL 32904 (321) 725-3159 http://www.cyberauto.com LC ENGINEERING, Inc. 1880-B Commander Drive Lake Havasu City, AZ 86403 (520) 505-2501 http://www.lcengineering.com Toysport 1547 W El Segundo Blvd Gardena, CA 90249-2111 (310) 643-6432 http://www.toysport.com Toyota Racing Development 335 East Baker Street Costa Mesa, CA 92626 (714) 444-1188 http://www.trdusa.com
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*******On this website I am sharing the things I find out along the way. I do not guarantee that these modifications will work on your specific vehicle, any damages caused as part of the installation or use of these modifications are the the responsibility of the person who performed the installation.