SUPRA

Toyota Supra

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This article is about the automobile. For other uses, see Supra (disambiguation).

Toyota Supra
Manufacturer	Toyota
Also called	Toyota Celica Supra
Production	1979-2002
Assembly	Japan
Predecessor	Toyota 2000GT
Class	Sports car Grand Tourer
Body style(s)	2+2 fastback[1][2], GT coupe[1][2]
Layout	FR layout

The Toyota Supra was a sports car/grand tourer produced by Toyota Motor Company from 1979 to 2002. The styling of the Toyota Supra was derived from the Toyota Celica, but it was both longer and wider.^[3] Starting in mid-1986, the Supra (in its third generation, MKIII) became its own model and was no longer based on the Celica. In turn, Toyota also stopped using the prefix Celica and began just calling the car Supra.^[4] Due to the similarity and past of the Toyota Celica's name, it is frequently mistaken for the Toyota Supra, and vice versa.

The Supra also traces much of its roots back to the Toyota 2000GT with the main instance being its engine. The first three generations were offered with a direct descendant to the 2000GT's M engine. All four generations of Supra produced have an inline 6-cylinder engine.

Along with this name and car Toyota also included its own logo for the Supra. It is derived from the original Celica logo, being blue instead of orange. This logo was used until January 1986, when the MKIII Supra was introduced. The new logo was similar in size, with orange writing on a red background, but without the dragon design. That logo, in turn, was on Supras until the 1989 redesign when Toyota switched to its current oval company logo.

In 1999, Toyota ceased sales of the Supra in the United States^[4] and in 2002 Toyota officially stopped production of the Supra in Japan.

As an iconic sportscar, the Supra has appeared in numerous video games, movies, music videos and TV shows. Some of the most notable appearances include the Gran Turismo and Need for Speed series of video games and the 2001 film, The Fast and the Furious.

Contents [hide] 1 Mark I (1979-1981) 1.1 1979 1.2 1980 1.3 1981 1.4 Quick info 2 Mark II (1982-1986) 2.1 L-type and P-type 2.2 1982 2.3 1983 2.4 1984 2.5 1985-1986 2.6 MK IIs around the world 2.6.1 Most of Europe 2.6.2 Great Britain 2.6.3 Australia, Sweden, & Switzerland 2.6.4 New Zealand 2.6.5 Japan 2.7 Quick info 3 Mark III (1986-1992) 3.1 Turbo A 3.2 Quick info 4 Mark IV (1993-2002) 4.1 Body Modifications 5 Mark V 6 Motorsport 7 Awards 8 United States timeline 9 References 10 External links

[edit] Mark I (1979-1981)

Mark I
Also called	Toyota Celica Supra MK I
Production	1979-1981
Platform	MA4x
Engine(s)	2.0 L (1988 cc) M-EU I6 2.0 L (1988 cc) M-TEU I6 2.6 L (2563 cc) 4M-E I6 2.8 L (2759 cc) 5M-E I6
Transmission(s)	5-speed W50 manual 4-speed A40D automatic 4-speed A43D automatic
Wheelbase	103.5 in (2628.9 mm)
Length	181.7 in (4615.2 mm)
Width	65.0 in (1651.0 mm)
Height	50.8 in (1290.3 mm)
Curb weight	~2800 lb (1270.1 kg)
Fuel capacity	16.1 U.S. gal (60.4 L) [1]

The first generation Supra was based largely upon the Toyota Celica liftback, but was longer by 5.1 in (129.5 mm). The doors and rear section stayed the same length as Celica but rear panels differed. The most important change was the swap to an Inline-6 instead of the stock Celica's 4-cylinder engine. Toyota's original plan for the Supra at this time was to make it a competitor to the very popular Datsun (now Nissan) Z-car.

[edit] 1979

In 1978 Toyota began production of the Mark I Supra in Japan, as the Toyota Celica XX. The year it debuted in the United States and Japan was in 1979. The USA Mark I (chassis code MA46) was originally equipped with a 110 hp (82 kW) 2.6 L (2563 cc) 12-valve SOHC inline-6 engine (4M-E). Simultaneously in 1979, the Japanese Mark I (chassis code MA45) was offered with a 110 hp (82 kW) 2.0 L 12-valve SOHC inline-6 engine (M-EU). Both were the first Toyota engines equipped with electronic fuel injection.^[4][5]

Drivetrain options for the Mark I were either a 5-speed manual (W50) or an optional 4-speed automatic transmission (A40D). Both transmissions featured an overdrive gear. The top gear in the 5-speed was its overdrive gear whereas the automatic transmission featured an overdrive gear that would engage at speeds over 35 mph (56 km/h). The drivetrain for the Supra retained the T series solid rear axle configuration of the Celica in the Japanese MA45 version and a larger F series (and optional Limited Slip Differential) in the MA46 and MA47. The car also came standard with 4-wheel disc brakes and featured a four-link rear suspension with coil springs, lateral track bar, and stabilizer bar. The front suspension consisted of MacPherson struts and a stabilizer bar.

On the inside of the Supra one had an option of power windows and power locks as part of the convenience package. The convenience package also included cruise control and special door trim with door pull straps, with an optional sunroof. As for standard features, in the center console there was an extendable map light and a fliptop armrest, which provided storage. Some other features were the tilt steering wheel, deep zippered pockets on the backs of the front seats, and tonneau cover under the liftback. The dashboard also contained a state-of-the-art (at the time) AM/FM/MPX 4-speaker stereo radio, analog clock, and tachometer as part of the instrument panel.

[edit] 1980

In 1980, the Japanese Mark I (also branded with the MA46 chassis code) was offered with a 145 hp (108 kW) 2.0 L (1988 cc) 12-valve SOHC Turbocharged inline-6 engine (M-TEU). The engine was equipped with a Garrett T03 Turbo, but was not intercooled. This was the first Toyota engine to utilize a turbocharger.^[5]

The changes for the 1980 US version were different, but mostly cosmetic. The interior received a redesigned center console and a digital quartz clock. On the exterior were redesigned side view mirrors, the 14x5.5 aluminum rims, which were optional in 1979, are now standard (the 1979s had steel rims with plastic wheel covers standard). In addition body molded mudflaps became available. On the copper metallic and white cars the mudflaps were painted the body color while the mudflaps were left black on all other colors. On the rear of the mudflaps, the word "Celica" was painted in white lettering.^[6]

The official Toyota Supra Site^[4] also notes that there was an addition of optional leather-trimmed seating and automatic climate-control.

[edit] 1981

In the coming year, 1981, the Supra received an upgrade in displacement with the 2.8 L (2759 cc) 5M-E engine. It is still a 12-valve SOHC engine, but makes 116 hp (87 kW) and 145 ft·lbf (197 N·m) of torque. The cars automatic transmission was changed to the revised Toyota A43D and it gained a revised final drive gearing. Because of the change in engine and transmission they dubbed a new chassis code of MA47. The final year of the MK I Supra it achieved a 0-60 mph time of 10.24 seconds and finished the 1/4 mile in 17.5 seconds at 77.7 mph.^[1]

Also in 1981, a new Sports Performance Package became an option, which included sport suspension, raised white letter tires, and front and rear spoilers. This also marked the last year that the 8-track cartridge was offered in any Supras.^[4][6]

[edit] Quick info

Mark I Quick information by Chassis code

Code	Year	Engine	Power	Torque	Transmission	Market
MA45	1979	2.0 L (1988 cc) M-EU I6	110 hp (82 kW)	136 ft·lbf (184 N·m)	5-speed W50 manual 4-speed A40D automatic	JPN
MA46		2.6 L (2563 cc) 4M-E I6	110 hp (82 kW)	136 ft·lbf (184 N·m)		USA
	1980	2.0 L (1988 cc) M-TEU turbo I6	145 hp (108 kW)	156 ft·lbf (211 N·m)		JPN
		2.6 L (2563 cc) 4M-E I6	110 hp (82 kW)	136 ft·lbf (184 N·m)		USA
MA47	1981	2.8 L (2759 cc) 5M-E I6	116 hp (87 kW)	145 ft·lbf (197 N·m)	5-speed W50 manual 4-speed A43D automatic	JPN USA

[edit] Mark II (1982-1986)

Mark II
Also called	Toyota Celica Supra MK II
Production	1982-1986
Platform	MA6x GA6x
Engine(s)	2.0 L (1988 cc) M-TEU I6 2.0 L (1988 cc) M-TE I6 2.0 L (1988 cc) 1G-EU I6 2.0 L (1988 cc) 1G-GEU I6 2.8 L (2759 cc) 5M-E I6 2.8 L (2759 cc) 5M-GE I6
Transmission(s)	5-speed W58 manual 4-speed A43DL automatic 4-speed A43DE automatic
Wheelbase	102.9 in (2613.7 mm)
Length	183.5 in (4660.9 mm)
Width	67.7 in (1719.6 mm)
Height	52.0 in (1320.8 mm)
Curb weight	~3000 lb (1360.8 kg)
Fuel capacity	16.1 U.S. gal (60.4 L)

In 1982, Toyota completely redesigned the Celica Supra as well as the entire Celica lineup. In Japan, they were known as Celica XX, but everywhere else the Celica Supra name stuck. Still being based around the Celica platform, there were several key differences, most notably the design of the front end and fully retractable pop-up headlights. Other differences would be the inline-6 still present in the Supra instead of the inline-4 as well as an increase in length and wheel base to conform with the overall larger engine. Toyota's continued market competition with Nissan is shown by the Supra's use of a rear hatch sun shade to avoid the louvers popularly associated with the Z car.

[edit] L-type and P-type

In the North American market, the Celica Supra was available in two distinct models. There was the Performance Type (P-type henceforth) and the Luxury Type (L-type henceforth). While being mechanically identical, they were differentiated by the available options; tire sizes, wheel sizes, and body trim. The P-type had fiberglass fender flares over the wheel wells, while the L-type did not. The P-type was also standard with the more sporty 8-way adjustable seats. The P-type did not get the option of a leather interior until 1983. All editions of the P-Type had the same 14x7 aluminum alloy rims and throughout the years the L-Type had 14"x5.5" rims until 1985 when they were changed to a P-type style 15x6. The L-type also had the option of a digital dash with trip computer, whereas the P-Type was only offered with an analog dash (with digital clock). The digital dash featured a digital tachometer, digital speedometer, and electronic fuel level and coolant level gauges. The trip computer could calculate and display various things such as fuel economy in miles-per-gallon, estimated time of arrival (ETA), and distance remaining to destination. Excluding the 1982 model, all P-types were available with headlight washers as an option, but the L-types were never fitted with such an option. Although gear ratios changed throughout the years all P-types came as standard with a limited slip differential.

[edit] 1982

In the North American market, the Celica Supra's engine was the 2.8 L (2759 cc) 12-valve (2 valves per cylinder) DOHC 5M-GE. Power output was 145 hp (108 kW) and 155 ft·lbf (210 N·m) of torque. The engine utilized an 8.8:1 compression ratio to achieve the power and featured a vacuum advanced distributor. When the car debuted it clocked a 0-60  time of 9.8 seconds and netted a 17.2 second 1/4 at 80 mph (130 km/h)^[7]

The standard transmission for this year was the W58 5-speed manual with the A43DL 4-speed automatic transmission being an option for L-types. Both transmissions featured an overdrive gear and the automatic featured a locking torque converter. The top gear in the 5-speed was its overdrive whereas the automatic transmission featured an overdrive gear that would engage at speeds over 35 mph (56 km/h). The 1982 models' rear differential featured a 3.72:1 ratio. The Celica Supra's 4-wheel independent suspension was specially tuned and designed by Lotus and featured variable assisted power rack-and-pinion steering and MacPherson struts up front. As for the rear, it had semi-trailing arm suspension with coil springs and a stabilizer bar. Braking on the Celica Supra was handled by 4-wheel disc brakes.

On the inside this generation had standard power windows, power door locks, and power mirrors as well as a tilt steering wheel. The power door lock was located in the center console next to the power mirror control. The analog dash of this year only went to 85 mph (137 km/h) in North America. The optional automatic climate control on the MK I was renovated and was now seen as a standard feature on the MK II. Cruise control was standard in this generation. Toyota also included the retractable maplight as standard, just like with MK I Supras. Some options included the addition of a sunroof, two-tone paint schemes, and 5-speaker AM/FM/MPX tuner with cassette. The optional cassette stereo featured a 105-watt power amplifier and a 7-channel graphic equalizer to control tone. The standard stereo was a 5-channel AM/FM/MPX tuner. Leather was an option on L-Types this year, but P-types were stuck with standard striped cloth.

As far as the outside goes there was no external antenna it was simply located in the front windshield. There was a key lock on the gas tank door and the hatch and bumper were black no matter what color the rest of the car was. The P-types were available with an optional rear sunshade above the hatch glass. The lights in the rear featured a reverse light in the center and the door handles opened the doors by pulling sideways. The front nose badge and B-pillar only read "SUPRA". Although it is believed mudflaps weren't introduced on this generation until 1983, all L-types had front and rear mudflaps.

[edit] 1983

For the 1983 models not much was altered, but there was an increase in power output to: 150 hp (112 kW) and 159 ft·lbf (216 N·m) of torque from the same 5M-GE. The only real change in the engine area was the switch to an electronic advanced distributor, yet that did not increase the power. Toyota switched to a 4.10:1 rear gear ratio for the P-Type and a 3.73:1 for the L-Type. As for the optional automatic transmission they switched out the A43DL 4-speed for a newly designed A43DE 4-speed. It featured an electronic controller that would adjust its shift pattern for a balance between performance and economy. It was the first in the industry to provide an "Electronically Controlled Transmission" (ECT). This allowed the driver to choose either the "Power" driving mode or "Normal" driving mode at the touch of the button. The "Power" mode provided the quickest acceleration and the "Normal" mode provided the best all-around performance.

On the inside of the car there were virtually no changes, but on the outside they decided to switch to a power antenna and it was the first year both the P-Type and L-Type had standard mudflaps. The B-pillar and nose badge were changed to say "Celica Supra" now and only L-Types were available in two-tone color schemes.

[edit] 1984

In 1984, Toyota changed quite a bit on the Supra. Power output was increased on the 5-speed models with a bump up to 160 hp (119 kW) and 163 ft·lbf (221 N·m) of torque. The increase was achieved by a mixture of a redesigned intake manifold with "D"-shaped intake runners and an increase in compression ratio to: 9.2:1^[3]. Another notable change in the 5-speeds was the switch to a 4.30:1 gear ratio in the rear differential. All automatic Supra's retained the previous years power numbers, but the rear gear ratio was changed to a 4.10:1.

The most notable exterior change was the switch to wraparound front turn signals. Also on the outside the tail-lights were redesigned and the hatch received a billboard "SUPRA" sticker instead of the smaller sticker, which was previously positioned on the right. The rear hatch and bumper was changed and received the same color as the rest of the car (instead of the black of previous years). The door handles were also switched around, opening by pulling up instead of sideways. This year Toyota also decided to offer two-tone paint schemes on both the P-Type and L-Type.

Some interior controls such as the steering wheel, cruise control, and door lock switch were redesigned. Toyota encompassed a 130 mph (210 km/h) speedometer instead of the traditional 85 mph (137 km/h) one and the automatic climate control display was also changed. The previous year's cassette/equalizer stereo option was now made a standard feature.

[edit] 1985-1986

The Supra was altered again in 1985. On the engine side, power output was increased to 161 hp (120 kW) and 169 ft·lb (229 N·m) of torque. The good news was that all Supras this year had that same amount of power (both automatics and 5-speeds). The engine received a redesigned throttle position sensor (TPS) as well as a new EGR system and knock sensor. With the slight increase in power the Supra was able to propel itself from 0-60 mph in 8.4 seconds and netting a 16.1 second quarter mile at 85 mph (137 km/h). ^[8]

Other changes would be a redesigned, more "integrated" sunshade and spoiler on the rear hatch. The rear spoiler was changed from a one piece to a two piece spoiler. Oddly the L-types of this year were not available with a leather interior, but P-types were. Toyota added a standard factory theft deterrent system and the outside mirrors were equipped with a defogger that activated with the rear defroster. All Supras this year received automatic-off lights that also encompassed an automatic illuminated entry and fade-out system.

While 1985 was to be the last year of the second generation model, delays in production of the third generation model led to a surplus of second generation Supras. During the first half of 1986 the 1985 MK II P-type was still offered for sale, with only minor cosmetic changes as well as the addition of a now mandatory rear-mounted third brakelight on the hatch. These were all labeled officially as 1986 models. P-types were the only model available in 1986.

[edit] MK IIs around the world

The second generation Supra came in a variety of options around the world as well as only being offered during select years.

[edit] Most of Europe

• Sold from 1982-1986.
  • 82-83: 2.8 L (2759 cc) DOHC 5M-GE 174 hp (130 kW) and 207 ft·lbf (287 N·m) of torque. Analog dash, no fender flares.
  • 84-86: 2.8 L (2759 cc) DOHC 5M-GE 178 hp (133 kW) and 212 ft·lbf (281 N·m) of torque. Digital dash, P-Type fender flares.

[edit] Great Britain

• Sold from 1982-1986.
  • 82-83: 2.8 L (2759 cc) DOHC 5M-GE 178 hp (133 kW) and 212 ft·lbf (281 N·m) of torque. Analog dash, no fender flares.
  • 84-86: 2.8 L (2759 cc) DOHC 5M-GE 178 hp (133 kW) and 212 ft·lbf (281 N·m) of torque. Digital dash, P-Type fender flares.

[edit] Australia, Sweden, & Switzerland

• Sold from 1984-1986.
  • 2.8 L (2759 cc) SOHC 5M-E 116 hp (87 kW) and 145 ft·lbf (197 N·m) of torque.
  • The 84 Supra in Australia had a digital dash, fender flares, 82-83 style lights, single piece spoiler and optional sunroof.
• In Australia, the Toyota Supra manufactured between 1982-1990, was assessed in the Used Car Safety Ratings 2006 as providing "worse than average" protection for its occupants in the event of a crash.

[edit] New Zealand

• Sold from 1984-1985
  • 2.8 L (2759 cc) DOHC 5M-GE 178 hp (133 kW) and 212 ft·lbf (281 N·m) of torque. Digital dash, P-Type fender flares.

[edit] Japan

Further information: Toyota Celica XX

[edit] Quick info

Mark II Quick information by Chassis code

Code	Year	Engine	Power	Torque	Transmission	Market
MA61	1982-1983	2.8 L (2759 cc) 5M-GE I6	174 hp (130 kW)	207 ft·lbf (287 N·m)	5-speed W58 manual 4-Speed A43DL automatic (1982) 4-Speed A43DE automatic (1983)	EUR GBR
		2.8 L (2759 cc) 5M-GEU I6	160 hp (119 kW)	150 ft·lbf (203 N·m)	5-speed W58 manual	JPN
	1984-1986	2.8 L (2759 cc) 5M-E I6	116 hp (87 kW)	145 ft·lbf (197 N·m)	5-speed W58 manual 4-Speed A43DE automatic	AUS CHE SWE
		2.8 L (2759 cc) 5M-GE I6	178 hp (133 kW)	212 ft·lbf (281 N·m)		EUR GBR NZL
		2.8 L (2759 cc) 5M-GEU I6	160 hp (119 kW)	150 ft·lbf (203 N·m)	5-speed W58 manual	JPN
MA63	1982	2.0 L (1988 cc) M-TEU turbo I6	145 hp (108 kW)	156 ft·lbf (211 N·m)	4-Speed A43D Automatic	JPN
	1983-1985	2.0 L (1988 cc) M-TEU turbo I6	160 hp (119 kW)	170 ft·lbf (230 N·m)
MA67	1982	2.8 L (2759 cc) 5M-GE I6	145 hp (108 kW)	155 ft·lbf (210 N·m)	5-speed W58 manual 4-Speed A43DL automatic	CAN USA
	1983	2.8 L (2759 cc) 5M-GE I6	150 hp (112 kW)	159 ft·lbf (216 N·m)	5-speed W58 manual 4-Speed A43DE automatic
	1984	2.8 L (2759 cc) 5M-GE I6	160 hp (119 kW)	163 ft·lbf (221 N·m)	5-speed W58 manual
		2.8 L (2759 cc) 5M-GE I6	150 hp (112 kW)	159 ft·lbf (216 N·m)	4-Speed A43DE automatic
	1985-1986	2.8 L (2759 cc) 5M-GE I6	161 hp (120 kW)	169 ft·lbf (229 N·m)	5-speed W58 manual 4-Speed A43DE automatic
GA61	1982-1985	2.0 L (1988 cc) 1G-EU I6	125 hp (93 kW)	127 ft·lbf (172 N·m)	5-speed W57 manual 4-Speed A43DL automatic	JPN
	1982-1985	2.0 L (1988 cc) 1G-GEU I6	160 hp (188 kW)	134 ft·lbf (181 N·m)	5-speed W57 manual

[edit] Mark III (1986-1992)

Mark III
Also called	Toyota Supra Mark III
Production	1986.5-1992 (1993 in Japan)
Platform	MA7x GA7x JZA7x
Engine(s)	2.0 L (1988 cc) 1G-GTE I6 2.5 L (2491 cc) 1JZ-GTE I6 3.0 L (2954 cc) 7M-GE I6 3.0 L (2954 cc) 7M-GTE I6
Transmission(s)	5-speed W58 manual 5-speed R154 manual 4-Speed A340E automatic
Wheelbase	102.2 in (2595.9 mm)
Length	181.9 in (4620 mm)
Width	68.7 in (1744.9 mm)
Height	1986.5-88: 51.6 in (1310 mm) 1989-92: 51.2 in (1300.5 mm)
Curb weight	5-speed: 3468 lb (1537 kg) 4-speed Auto: 3516 lb (1595 kg)
Fuel capacity	18.5 U.S. gal (70.0 L) [9]

In the middle of 1986, Toyota was ready to release its next version of the Supra. The official model year is designated as 1986.5. The bonds between the Celica and the Supra were cut; they were now two completely different models. The Celica changed to front wheel drive, while the Supra kept its rear wheel drive platform. Though the Mark II and Mark III had similar designs, the engine was updated to a more powerful 3.0 200 hp (150 kW) inline 6. Although only available in naturally aspirated trim in 1986.5, a turbocharged version of the engine was introduced in the 1987 model year. The Supra was now related mechanically to the Toyota Soarer for the Japanese market.

The new Mark III Supra engine was the flagship engine of Toyota's arsenal. Both versions of the engine contained 4 valves per cylinder and dual overhead cams. The turbocharged 7M-GTE engine was Toyota's first distributor-less engine offered in the U.S which used coil packs sitting on the cam covers and a cam position sensor off of the exhaust camshaft^[10]. It was equipped with a CT26 turbocharger and was rated at 230 hp (172 kW) at 5600 rpm while the naturally-aspirated 7M-GE engine was rated at 200 hp (149 kW) at 6000 rpm. Further refinement on the turbo model increased power to 232 hp (173 kW) in 1989. This was mostly due to a redesign of the wastegate.

The naturally aspirated came as standard issue with the W58 manual transmission. The turbo versions included the more robust R154 manual transmission. Both were available with the optional 4-speed A340E automatic transmission.

During the year of 1989, the car received new tail lights, a front bumper, steering wheel, lower redline (due to the heavier crank with cylinders 2 & 5 counterbalanced), badging and side trim amongst other features. Modifications to the wastegate actuator and feed location and engine management netted another 2 hp (1 kW) on the turbo model. For the 1991 model year, the wheel design was changed to 5-spoke wheels. Both models wore 16x7 aluminium alloy wheels that were fitted with 225/50/16 tires and full-sized spares on steel wheels. It was also the last Supra to come with hood struts and a full size spare wheel.

The Supra was also available in two non-export models in Japan, the JZA70 with a 2.5 L 280 hp (209 kW) twin-turbo 1JZ-GTE, known as 2.5GT Twin Turbo (JZA70), and with a 2.0 L 210 hp (157 kW) twin-turbo 1G-GTE.

A special version of the 1JZ-GTE equipped JZA70, the 2.5 Twin Turbo R, had black/grey Recaro seats, a Torsen differential (additional braces to mount the diff), Bilstein suspension and uprated springs, larger sway bars, Momo wheel and gear knob and matching interior trim. This was the fastest factory production version of the MK3 Supra, running a mid 14 second 1/4 mile. The Turbo R also included a change to the R154 gearbox which helped with the well known 1st gear thrust washer problem.

The third-generation Supra represented a great deal of new technology. In 1986, options available for the Supra included 4-channel ABS and TEMS (Toyota Electronically Modulated Suspension) which gave the driver 2 settings which affected the damper rates; a third was automatically activated at WOT, hard braking, and high speed maneuvering. HKS also made a "TEMS Controller" to hack the system and activate it on the fly, though the controllers are now nearly impossible to find.

ACIS (Acoustic Controlled Induction System), a method of controlling air compression pulses inside the intake piping to increase power, was also apart of the 7M-GE's technological arsenal. All models were fitted with double wishbone suspensions front and rear. A targa top was offered along with a metal power sliding sunroof (added in '91).

The 7M-GTE MA71's top speed is 156 mph (251 km/h). Due to an extremely restrictive exhaust, the 7M responds very well to exhaust modifications

[edit] Turbo A

The Turbo-A was Toyota's evolution model for Group A touring car championships all over the world which required a minimum of 500 which were only sold in Japan and was produced between August and September of 1988. Some noted differences between the standard Supra and the Turbo-A model are both cosmetic and some mechanical. The front nose features the ducting to cool the engine, the badging 'turboA' and a Black paint job (all 500 are black). The engine bay features a 267 bhp (199 kW) 7M-GTEU. All Turbo-As also came standard with leather interior.

The car did not win as many races as hoped, being a 3.0 L it was forced to run with more weight where the R32 Skyline GTR didn't have the same restriction and was soon outmoded by the latter when it made its debut in 1990. For the JTCC Toyota would in 1991 switched to racing AE111 Corolla Levins in the lower category until the series final year in 1993. However in the less 'limited' racing it did considerably better.

 

[edit] Quick info

Mark III Quick information by Chassis code

Code	Year	Engine	Power	Torque	Transmission	Market
MA70	1986.5-1992	3.0 L (2954 cc) 7M-GE I6	200 hp (149 kW)	196 ft·lbf (265 N·m)	5-speed W58 manual 4-speed A340E automatic	CAN EUR USA
		3.0 L (2954 cc) 7M-GTE turbo I6	230/232 hp (172/173 kW)	240 ft·lbf (325 N·m)	5-speed R154 manual 4-speed A340E automatic	CAN EUR JPN
MA71	1987-1992	3.0 L (2954 cc) 7M-GTE turbo I6	230/232 hp (172/173 kW)	240 ft·lbf (325 N·m)	5-speed R154 manual 4-speed A340E automatic	USA
GA70	1986.5-1992	2.0 L (1988 cc) 1G-GTE twin turbo I6	185-210 hp (138-157 kW)	173-203 ft·lbf (222-295 N·m)	5-speed W58 manual 4-speed A340E automatic	JPN
JZA70	1990-1992	2.5 L (2491 cc) 1JZ-GTE Twin Turbo I6	280 hp (209 kW)	268-272 ft·lbf (363-368 N·m)	5-speed R154 manual 4-speed A340E automatic	JPN

[edit] Mark IV (1993-2002)

Mark IV
Also called	Toyota Supra MK IV
Production	1993-2002
Assembly	Motomachi, Japan[11]
Platform	JZA8x
Engine(s)	3.0 L (2997 cc) 2JZ-GE I6 3.0 L (2997 cc) 2JZ-GTE I6
Transmission(s)	5-speed W58 manual 6-speed V16x manual 4-Speed A341E automatic
Wheelbase	100.4 in (2550.2 mm)
Length	1993-98: 177.8 in (4515 mm) 1999-2002: 177.7 in (4513.6 mm)
Width	71.3 in (1811.0 mm)
Height	1999-2002: 50.2 in (1275.1 mm) 1993-98: 49.8 in (1265 mm)
Curb weight	non-turbo: ~3210 lb (1460 kg) turbo: ~3505 lb (1580.9 kg)
Fuel capacity	18.5 U.S. gal (70.0 L)[2]

With the fourth generation of the Supra, Toyota took a big leap in the direction of a more powerful sports car. The new Supra was completely redesigned, with rounded body styling and featured two new engines: a naturally aspirated 2JZ-GE producing 220 hp (164 kW) @5800 rpm and 210 lb·ft (285 N·m) @4800 rpm of torque and a twin turbocharged 2JZ-GTE making 276 bhp (205 kW) and 318 ft·lbf (430 N·m) of torque for the Japanese version. For the export model (America/Europe) Toyota upgraded the Supra turbo's engine (larger turbochargers, bigger fuel injectors, etc.). This increased the power output to 320 hp (239 kW) @5600 rpm and 315 lb·ft (427 N·m) @4000 rpm. The turbocharged variant could achieve 0–60 mph in as low as 4.6 seconds and 1/4 mile (402 m) in 13.1 seconds at 109 mph (175 km/h) ^[2]. The turbo version was tested to reach over 289 km/h (180 mph) all-stock, but the cars are restricted to just 180 km/h in Japan and 250 elsewhere. European versions also had an air intake on the bonnet (hood). Drag coefficient is .33.

The MKIV Supra's twin turbos operated in sequential mode instead of the more common parallel mode. The sequential setup featured a pair of small, equally sized turbos, with ceramic blades for the domestic Japanese market and steel blades for export (USA, Europe) markets. At first, all of the exhaust is routed to the first turbine for reduced lag. This resulted in boost and enhanced torque as early as 1800 rpm. Approaching 2800 rpm, some of the exhaust is routed to the second turbine for a "pre-boost" mode, although none of the compressor output is used by the engine at this point. Approaching 4000 rpm, the second turbo's output is used to augment the first turbo's output. As opposed to the parallel mode, the sequential turbos provides quicker low RPM response and increased high RPM boost.

For this generation, the Supra received a new 6-speed GETRAG/Toyota gearbox on the Turbo models while the naturally aspirated models made do with a 5-speed manual. Both models were offered with a 4-speed automatic with a manumatic mode. However, the turbo model utilized larger 4-piston brake calipers on the front and 2-piston calipers for the rear. The base model used smaller 2-piston calipers for the front and a single piston caliper for the rear. The turbo models were fitted with 235/45/17 tires on the front and 255/40/17 tires for the rear. The base model used 225/50/16 for the front and 245/50/16 for the rears. All vehicles were equipped with 5-spoke aluminum alloy wheels and a "donut" spare tire on a steel wheel. Additionally, there are other differences in the rear axle differential, headlight assemblies, throttle body, oil cooler and a myriad of additional sensors that exist on the turbo model which do not exist on the normally aspirated model.

Toyota took measures to reduce the weight of the current model compared to the previous model. Aluminum was used for the hood, targa top (if so equipped), front crossmember, oil and transmission pans, and the suspension upper A-arms. Other measures included dished out head bolts, hollow carpet fibers, magnesium steering wheel, plastic gas tank and lid, gas injected rear spoiler, and a single pipe exhaust. Despite having more features such as dual airbags, traction control, larger brakes, larger wheels, larger tires, and an additional turbo, the car was at least 200 lb lighter than its predecessor. The base model with a manual transmission had a curb weight of 3210 lb. The Sport Roof added 40 lb while the automatic transmission added 55 lb. It had 51% of its weight up front and 49% to the rear wheels. The turbo model came in as 3505 lb with the manual and the automatic added another 10 lb. The front wheels held 53% of the weight and the rear wheels had 47% of the weight.

For the 1996 model year, the turbo model was only available with the automatic transmission due to OBD2 certification requirements. The targa roof was made standard on all turbo models. For 1997, the manual transmission is back for the optional engine along with a redesign of the tail lights, headlights, front fascia, chromed wheels, and other minor changes such as the radio and steering wheel designs. The SZ-R model was also updated with the introduction of a six-speed GETRAG transmission, the same used for the twin-turbo RZ models. All 1997 models included badges that said, "Limited Edition 15th Anniversary." For 1998, the radio and steering wheel were redesigned once again. The naturally aspirated engine was enhanced with VVTI which raised the output by 5 hp (4 kW) and 10 lb·ft (14 N·m) of torque. The turbo model was not available in California, New Jersey, New York and Massachusetts due to increased emission regulations.

The stock MKIV Supra chassis has also proven an effective platform for roadracing, with several top 20 and top 10 One Lap Of America finishes in the SSGT1 class. The Supra is one of the heavier 2-door Japanese sports cars. However still lighter than the Nissan R33 and R34 Skyline GTRs to which the Supra is traditionally a rival in its home country. The Supra was also lighter than the Mitsubishi 3000GT VR4, although it is about 200 pounds heavier than the Nissan 300zx 2-seater with a slightly smaller wheelbase. Despite its curb weight, in 1994 the MKIV managed a remarkable skidpad rating of 0.98 lateral g's [1] due in part to a four-sensor four-channel track tuned ABS system with yaw control whereby each caliper is sensored and the brakes are controlled individually according to the speed, angle, and pitch of the approaching corner. This unique Formula One inspired braking system allowed the Supra Turbo to record a 70-0 braking distance of 149 feet (45 m) [2], the best braking performance of any production car tested in 1997 by Car and Driver magazine. This record was finally broken in 2004 by 3 feet by a Porsche Carrera GT.

Due to the strength of the stock engine, the 2JZ series has remained a popular import platform for modification. Stock engine hardware has been known to reliably withstand power levels in excess of 3 times the original power ratings. In drag racing, the Supra and similarly powered 2JZ cars have been quite competitive. Drag models of the Lexus GS, Toyota Celica, and Toyota Soarers have used the same engine.

Sales to Canada were stopped in 1995, and ceased being imported into the US in 1998. Production continued in Japan until August 2002 due to restrictive emission standards to be adhered to by 2003.

[edit] Body Modifications

The Mark IV Supra is hugely modified all over the world with companies race teams and tuners such as Veilside, Bomex, Trial, Top Secret, Abflug, GReddy and dozens more producing varied body kits for the Supra. These aftermarket kits were mainly made famous by large media franchises such as the Fast and the Furious films and Need for speed games. The kits are copied by many companies and made available to tuners worldwide to individualise their cars. The relative low cost of the kits and regular modification of these cars means that most mark IV Supras look different in some way. Many Mark IV owners dislike the visual modification of the vehicle as they prefer the classic styling Toyota designed for the release. However the sheer amount of modified mark IV Supras can only suggest that the car is iconic enough to pull off a diverse array of different kits and bodywork without losing its identity and integrity (most of the time).

[edit] Mark V

Throughout the past couple of years, major print and online auto publications have hinted at a possible revival of the Supra in 2007, pointing the car in different directions. The vehicle was originally thought to be the flagship or halo model in the Toyota lineup, be powered by a high output V8, and have an estimated cost anywhere between $50,000 and $70,000. Other rumors hint at a V10 F1-inspired powerplant, like the current BMW M5 and M6, though 2006 saw F1 engines change to V8s. Power is 500 bhp (370 kW) or more, as this was likely due to the increasing number of sighting of a high performance sports car being tested throughout Europe and, more specifically, on the Nürburgring. These vehicles turned out to be the test mules for Lexus' future Lexus LF-A.^[12]

Topspeed.com was among a number of publications that claimed that there will be a return of the Supra in 2008 ^[13] but Toyota disclaimed this rumor on August 15, 2006. The same numerous publications that originally speculated on a future Supra all stated no new vehicle was being developed. According to an AutoWeek article on current and upcoming Toyota vehicles, all rumors on the Supra's return are false.^[14] Automotive News also claim Toyota has absolutely no plans for a Supra in the future.^[15]

" All the rumors of the two-passenger sports car's return are false." - Automotive News^[15]

The Toyota FT-HS (Future Toyota-Hybrid Sport),^[16] which debuted at the 2007 North American International Auto Show, was stated to be a concept for a vehicle that could fill the gap in Toyota's line-up left by the Supra.^[17] According to Automobile Magazine, Toyota is planning to launch a production version of the FT-HS in 2009.^[18] Toyota has yet to make an official announcement so it is unknown if it will wear the Supra nameplate.

[edit] Motorsport

Main article: Toyota Supra in motorsport

[edit] Awards

• The MK II, with its all-new design, quickly became a success in the US where it was awarded the Import Car of the Year by Motor Trend. It also made Car and Driver magazine's Ten Best list for 1983 and 1984.
• In 1994, the MK IV Supra won Popular Mechanics "Design & Engineering awards". ^[4]

CELICA

Toyota Celica

From Wikipedia, the free encyclopedia

Toyota Celica
Manufacturer	Toyota
Production	1970-2006
Predecessor	Toyota 2000GT
Successor	Scion tC
Class	Sports car Sport compact Coupé

The Toyota Celica name has been applied to a series of popular coupes made by the Japanese company Toyota. The name is ultimately derived from the Latin word coelica (IPA [selika]) meaning "heavenly" or "celestial".^{[citation needed]}

Throughout its life span the Celica has been powered by various four cylinder engines. The most significant change occurred in 1986, when the car's drive layout 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. A four-wheel drive turbocharged model (designated All-trac in the US or GT-Four in Japan and Europe) was produced from 1986 to 1999. Variable Valve Timing came in late 1997 Japanese models, and became standard in all models from 2000 on. Through seven generations, the model has gone through many revisions and design forks, including the Toyota Celica Supra (later known as the Toyota Supra). The Celica was available as notchback and liftback coupes, as well as a convertible.

Contents [hide] 1 First generation / A20/35 Series (1970-1977) 2 Second generation / A40 Series (1978-1981) 3 Third generation / A60 Series (1982-1985) 4 Fourth generation / T160 Series (1986-1989) 5 Fifth generation / T180 Series (1990-1993) 6 Sixth generation / T200 Series (1994-1999) 7 Seventh generation / T230 series (2000-2005) 8 Possible eighth generation? 9 Safety 10 Motorsports 11 Timeline 12 References 13 External links

[edit] First generation / A20/35 Series (1970-1977)

First generation
Production	1970–1977
Assembly	Toyota, Japan
Body style(s)	3-door liftback 2-door hardtop
Layout	FR layout
Platform	A20, A35
Engine(s)	1.9 L, 108hp 8R I4 1.6 L, 102hp 2T I4 2.0 L, 89hp 18R I4 2.2 L, 96hp 20R I4
Transmission(s)	4 speed W40 manual 5 speed W50 manual 3 speed A40 automatic
Length	164.2 in
Width	63 in
Related	Toyota Carina Toyota Corolla

The first generation Celica was released to the market in 1970, and targeted to be a more affordable alternative to Toyota's sportscar, the 2000GT.

Displayed at the 1970 Tokyo Motor Show in October, and marketed in December of the same year, the Celica was a personal car that emphasized styling and driving enjoyment. Japanese models were ET, LT, ST, GT, and GTV.

For export markets, the Celica was offered in three different versions, the LT, ST and GT. The lower-end LT was equipped with a carbureted 2T four-cylinder engine displacing 1600 cc, while the ST came with a twin Downdraft-carburetor 2T-B engine. The 2T-G that powered the high-end GT model was a DOHC twin-Solex carburetor 1600 cc engine. All early Celica Coupes were pillarless hardtops.

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 the GTV version, which had the 2T-G engine, a slightly cut-down interior, and did not come standard with things like power windows, but they were optional. The GTV has firmer suspension.

The first generation Celicas 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, RA20, and RA21. 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. They had a 95 inch wheelbase. The second series (98" wheelbase) had a flat nose (square front corner light) and slightly longer wheelbase. This facelift model appeared in Japan in 1974, but for export was the 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-C engines. For 1975-1977, the engine for the North American Celica is the 2.2 liter 20R. The Celica GT and LT models were introduced in the U.S. for the 1974 model year. The top-line GT included a 5-speed manual transmission, rocker panel GT stripes, and styled steel wheels with chrome trim rings. The LT was marketed as an economy model. Mid-1974 saw minor changes in the Celica's trim and badges. The automatic transmission became an option on North American ST and LT models starting in the 1973 model year. For 1975, the '74 body was used, but body-color plastic fascia and sturdier chrome and black rubber bumpers, replaced the chrome bumpers used in the earlier cars (in accordance with US Federal bumper laws).

The Liftback was introduced for Japanese market in April 1973, but not until 1976 for export models. Models for home market Liftback were 1600ST, 1600GT (TA27), 2000ST, and 2000GT (RA25 and RA28). The American Liftback is a GT (RA29) with a 2.2 liter 20R engine. All the Liftback models, which are commonly referred to as the 'Mustang' shape, have flat noses. Although there is no "B" pillar in the Liftback, the rear windows do not roll down (as they do in the hardtop coupe).

Although they looked the same, there were a few minor visible differences. The facelifted coupe is coded RA23 with an 18R engine, or RA24 with a 20R engine. Also available was the TA23, which was similar to the RA23, but with the T-Series engine. The RA23 and RA28 had a more distinctive bulge in the bonnet, or hood, which was lacking in the TA22 or RA20 Coupe and in the TA27 and RA25 Liftback Celica. 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.

For 1976-1977, the Liftback was released with 18R-GU Twincam engine with a Yamaha head and running gear. This engine produced significantly more power than the 18R-G. Peak power was about 100 kW @ 7400rpm at the rear wheels.

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

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

The Liftback was often called a "Japanese Mustang" or "Mustang Celica" because of the styling similarities to the Ford Mustang pony car, including the triple bar tail lights that are a signature Mustang styling cue.

[edit] Second generation / A40 Series (1978-1981)

Second generation
Production	1978-1981
Assembly	Toyota, Japan
Body style(s)	3-door liftback 2-door coupe
Layout	FR layout
Platform	A40
Engine(s)	2.2 L I4 1.6 L I4 1.8 L I4 2.0 L I4
Related	Toyota Celica Camry Toyota Supra

The second generation Celica was released in 1978 (production began in late 1977), and was again available in both Coupe and Liftback forms. The Coupe was no longer a true hardtop; both Coupe and Liftback had frameless door glass but featured a thick "B" pillar. David Stollery was responsible for its design.^[1] From 1979 to 1981 the Griffith company in the USA offered a Targa style convertible conversion to the Coupe. They were called the SunChaser and had a removable Targa top and a folding rear roof, much like the '67 Porsche 911 soft-window Targa. These were Toyota approved and sold through Toyota dealers. Over 2000 were produced.

In 1978 Toyota began production of the Mark I Toyota Supra in Japan, as the Toyota Celica XX. The year it debuted in the United States and Japan was in 1979. The USA Mark I (chassis code MA46) was originally equipped with a 110 hp (82 kW) 2.6 L (2563 cc) 12-valve SOHC inline-6 engine (4M-E). Simultaneously in 1979, the Japanese Mark I (chassis code MA45) was offered with a 110 hp (82 kW) 2.0 L 12-valve SOHC inline-6 engine (M-EU). Both were the first Toyota engines equipped with electronic fuel injection.^[2]

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 and all US models have 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 a 2.2 L 20R engine for both ST and GT models. Japan and other markets had 1.6, 1.8, and 2.0 liter powerplants. 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 an 18R-G Twincam engine. In late 1978, 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.

The limited edition "US Grand Prix" GT Liftback was offered in 1980 due to Toyota's connection to the U.S. Grand Prix West in Long Beach, California. For 1981, the North American models were given a bigger engine, the 2.4 liter 22R from the 4Runner and Pickup. To celebrate the Celica 10th Anniversary, the GTA Coupe was released. This was basically a GT Coupe with 3 speed automatic transmission, special color, upgraded sound system and alloys.

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

[edit] Third generation / A60 Series (1982-1985)

Third generation
Production	1982-1985
Assembly	Tahara, Aichi, Japan
Body style(s)	3-door liftback 2-door coupe 2-door convertible
Layout	FR layout
Platform	A60
Engine(s)	2.4 L I4 2.0 L I4 1.6 L I4 1.8 L I4
Related	Toyota Supra

Year 1982 saw the introduction of the third generation Celica. The car was available in coupe, liftback and convertible forms, with many buyers biased toward 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-C) 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 had a 1.8 liter 3T-GTE engine. 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 were 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. There were also optional rear louvers for the coupe and liftback. The upgraded GT-S wheels are coveted as replacements by many people who own first generation Celicas as they remained four-lug and looked sportier than first generation rims while still providing the "classic Celica" look and feel.

Minor changes were given in late 1983 for the 1984 model year and distinguished by the redesigned front end, with fully-closed retractable headlights. Side vents, Hood, grille, tail lights, and bumpers were also new. The GT-R and GT-TR (turbo) were added to the Japanese lineup.

Fuel injection became standard on all North American Celicas, therefore the 22R engine became 22R-E.

The GT-S Convertible, built by American Specialty Cars (ASC) in California, was released in 1984.

In Australia, Toyota decided to use the 21R-C in the dulled down model Celica and the more powerful 22R-E in the sports model and Japanese 3T, as a result the car only turned out a mere 67 kW (89 hp). Australia, European and Japanese model celicas came with rear side vents commonly referred to as (JDM Rear Quarter Vents) These are very popular with the American Celica and Supra enthusiasts but very few people have them, they can fetch anywhere from $50 to $80us for a good pair.

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

In Japan, the Celica was offered many engines from the 2T, 3T, and 4A engine family.

[edit] Fourth generation / T160 Series (1986-1989)

Fourth generation
Production	1986-1989
Assembly	Tahara, Aichi, Japan
Body style(s)	3-door liftback 2-door coupe 2-door convertible
Layout	Front engine, FWD / 4WD
Platform	T160
Engine(s)	1.6 L I4 4A-GE 1.8 L I4 4S-Fi 2.0L I4 2S-FE (1986 only) 2.0 L 115 hp I4 3S-FE 2.0 L 135 hp I4 3S-GE 2.0 L turbo 190 hp I4 3S-GTE
Transmission(s)	4-speed automatic 5-speed manual
Wheelbase	99.4 in
Length	173.6 in (coupe & convertible) 171.9 in (liftback)
Width	67.3 in
Height	49.8 in
Fuel capacity	15.9 US gal.
Related	Toyota Carina Toyota Carina ED Toyota Corona Coupe Chevrolet Nova Holden Nova Toyota Corolla Toyota Tercel

Chassis code:
1.6 ST & 1.6 GT: AT160
2.0 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 was changed completely. It was 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 again available in ST, GT and GT-S trim as either coupe or liftback models, with the GT being offered as a soft-top convertible as well. ST and GT came with a SOHC 8 valve, 2.0 L, 97 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 the Japanese market, Toyota introduced the "ultimate Celica": the GT-Four (ST165) in October 1986. With full-time all wheel drive, including an electronically controlled central locking differential, 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, with a revised viscous coupling central locking differential, began exporting for the 1988 model year and marketed in North America as the All-trac Turbo. The All-trac system also was offered for a limited time on the Camry, Previa, and Corolla in North America.

In 1988, the ST163 with 4S-Fi engine was added into the Japanese line up in ST and SX trim levels. The 3S-FE powered 2.0 Z-R was positioned between SX and GT-R. However, in Australia the 2.0 SX with 3S-GE engine was the top of the line.

The ST165 GT-Four made its World Rally debut in the 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	1998 cc 16V 3S-FE	124	5600	169	4400	1460	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

[edit] Fifth generation / T180 Series (1990-1993)

Fifth generation
Production	1990-1993
Assembly	Tahara, Aichi, Japan
Layout	Front engine,FWD / 4WD
Platform	T180
Engine(s)	1.6 L 4A-FE I4 2.0 L 3S-FE & 3S-GE I4 2.0 L turbo 3S-GTE I4 2.2 L 5S-FE I4
Transmission(s)	4-speed automatic 5-speed manual
Wheelbase	99.4 in
Length	Coupe & Convertible: 176 in Normal body Liftback: 173.6 in Wide body Liftback: 174 in
Width	1990 ST Coupe: 66.5 in Convertible, 1991-93 Coupe, Normal body Liftback: 67.1 in Wide body Liftback: 68.7 in
Height	Liftback FF: 50.4 in Coupe, Liftback 4WD: 50.6 in Convertible: 51.2 in
Fuel capacity	15.9 US gal (FF), 18.0 US gal (4WD)
Related	Toyota Carina ED Toyota Corona EXIV

The fifth generation Celica was introduced in September 1989 for the 1990 model year. The Celica received new organic styling, upgraded wheels and tires, and a more powerful GT-Four (US: All-Trac). Japanese domestic market (JDM) models were now S-R, Z-R, GT-R, Active Sports (with active suspension), and GT-Four. The S-R and Z-R were powered by a 3S-FE engine, while the GT-R and Active Sports came with a 3S-GE. The 3S-GTE in the GT-Four features an air-to-air intercooler and CT26 twin entry turbo to eliminate exhaust gas interference. The JDM GT-Four has 225 PS (165 kW/ 221 hp) of power and 304 Nm (224 lb ft) of torque, a result of more aggressive ignition advance and ceramic turbine. The Full-time 4WD system in the GT-Four has viscous coupling limited slip center differential and Torsen rear differential.

The North American Celica had fixed door mirrors and amber front corner lights. All other models had folding mirrors and clear corner lights. The base model ST has 1.6 L 4A-FE, the GT and GT-S were powered by the 2.2 L 5S-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. For 1992, the wide body 2.0 GT-i 16 was offered in the Netherlands and Belgium. This is basically a GT-S with 3S-GE engine. Models for Australia are SX Coupe, SX Liftback, GT-Four, and also 150 units limited edition GT-Four Group A Rallye.

In August 1990, the wide body GT-Four A and Convertible were added into the Japanese lineup. Super Live Sound System with 10 speakers became standard on the GT-Four A and optional in other models except the S-R. The 20th Anniversary GT-R came in December 1990 to celebrate 20 years of Celica production. The Celica Convertible was built by American Sunroof Corporation (ASC) in California. It was offered as GT in USA with 5S-FE engine, or as Type G in Japan, and 2.0 GT-i 16 Cabriolet in Europe with 3S-GE engine. The JDM Convertible also has 4WS. The European Celica Cabriolet retained the old style front bumper for 1992, and received the facelift in 1993.

There are three different gearboxes for ST185 GT-Four. The E150F gearbox with 4.285 final gear ratio was installed in the JDM and All-trac. European and Australian models, as well as the RC/Carlos Sainz/Group A models, come with the E151F gearbox with 3.933 ratio. The JDM only GT-Four Rally, a limited edition lightweight rally version sold only in Japan (not to be confused with the Australian GT-Four Grp A Rallye model), has the E152F gearbox with close ratio on the 1st through 4th gear and 4.285 final ratio. It also comes with steel wheels and without air conditioning, power windows, or a power antenna. The early model is based on the normal body, and the facelift model is wide body with round fog lights. Also sold in Japan only was the GT-Four V. This is an economy version of normal body without alloy wheels, leather, or System 10, but still comes with fog lights, power windows, and optional sunroof.

Anti-lock brakes (ABS) were available on the GT-S all four years and was available on the GT from 1992 to 1993. ABS, Leather interior, sunroof, and System 10 Premium Sound System are optional on the GT-S and '90–'92 All-trac, and standard on '93 All-trac. With its sport-style interior, power-operated driver's seat, auto tilt-away steering wheel, and cruise control 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 Toyota Team Europe 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);
• more aggressively tuned ECU;
• different bumper that is much lighter than the standard one.

Out of 5,000 units, 1,800 were for Japanese market, 3,000 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	93 kW	-	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, SX	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 2900(GT-Four A)

In August 1991 for 1992 model year Toyota facelifted the Celica. Changes included:

• Stiffer anti roll bar was added and suspension spring rates were increased;
• New three-way catalytic converter;
• Improved gear linkage and a shorter gearshift;
• New 5S-FE, producing 100 kW and 196 Nm of torque;
• Front discs were now 277mm and ventilated;
• The front-drive models (except for the North American GT-S, which used the same front bumper as the 4WD models) received a new style bumper;
• North American GT models received standard foglights;
• 15 in wheels on the Z-R, GT, and SX models fitted with Dunlop 205/55VR tires;
• Toyota (T) emblems on the hood and trunk;
• Taillights redesign (with smoke red frame);
• New round fog lights for JDM GT-Four A;
• Discontinued models: 4WS S-R, Active Sports, and normal body GT-Four.
• The 'A' was dropped from the 'GT-Four A' and the wide body turbo model was simply know as the GT-Four.
• The Cruise Control Package, SD Package and Luxury Package became optional on the JDM models.

Eddie Murphy made television commercials in Japan for the 5th Generation Celica, promoting the styling and the Super Live Sound System.

[edit] Sixth generation / T200 Series (1994-1999)

Sixth generation
Production	1994-1999
Assembly	Tahara, Aichi, Japan
Body style(s)	3-door liftback 2-door notchback (coupé) 2-door convertible
Layout	Front engine, FWD / 4WD
Platform	T200
Engine(s)	1.8 L 7A-FE I4, 2.0 L 3S-FE & 3S-GE I4, 2.0 L turbo 3S-GTE I4, 2.2 L 5S-FE I4
Transmission(s)	4-speed automatic 5-speed manual
Wheelbase	99.9 in
Length	Coupe & Convertible: 177 in Liftback: 174.2 in
Width	68.9 in
Height	Coupe: 51 in Liftback: 50.8 in Convertible: 51.6 in
Fuel capacity	15.9 US gal.
Related	Toyota Carina ED Toyota Corona EXIV Toyota Curren Toyota RAV4 Toyota Paseo Toyota Tercel Toyota Corolla Geo/Chevrolet Prizm Holden Nova

For 1994, Toyota completely revamped the Celica line. It was only available in ST and GT trims in the USA for the 1994 model year, but the addition of the optional "Sports Package" to the GT produced GT-S-like handling. The ST had a new 1.8 liter 7A-FE engine, while the GT was powered by the carried-over 2.2 liter 5S-FE, which could also be found in the Corolla and Camry respectively. The ST Celica has 1.8L 105 hp I4 110 Torque, and the GT Celica has a 2.2L 130 hp I4 144 @ 4000 RPM Torque.

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 notchback 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) airbags were 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 ST205 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 220-230 hp from an updated 3S-GTE engine. Influenced strongly by Toyota Team 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 fixing - a device that meant there was no air path restriction on the intake - when the jubilee clip was undone this would flick back in to place so as to go un-noticed by inspectors. Toyota has always claimed that they knew nothing of the fix - but opponents say it was one very cleverly engineered device. In some respects this car is a true sports car; in order to qualify for rallying it has a lot of special features and a unique strut arrangement.

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 was the final GT-Four Celica which was only available 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.

Summary of 6th Generation Models
Model Code	Body Style	Engine	Trim Level	Market
AT200	Coupe, Liftback	7A-FE	ST, ST Limited, SR	North America, Europe
ST202	Liftback, Convertible	3S-FE, 3S-GE	SS-I (3S-FE), SS-II, SS-III, GT (3S-GE)	Japan, Europe (Liftback & Convertible), Hong Kong & Singapore (GT Liftback only)
ST203	Liftback	3S-FE	SS-I 4WS	Japan
ST204	Coupe, Liftback, Convertible	5S-FE	SX, ZR, GT	North America (all body styles), Australia & New Zealand (Liftback only)
ST205	Liftback	3S-GTE	GT-Four	Japan, Europe, Australia, New Zealand

In August 1995, minor changes were given to all JDM models, and the SS-III was added into the line up. All front drive models received new front bumper and tail lights. The SS-III has standard Super Strut Suspension and side aerodynamic rocker panels. The GT-Four also got rocker panels, restyled rear spoiler, and new alloys.

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. These Special Edition Celica's have special emblem on the front fenders, and the inside by sunroof, the name Celica is printed on the front seats as well.

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 underpowered ST model was discontinued, leaving only GT models. In addition, the GT coupe returned after a year's absence. The Celica lineup was simplified even further for 1999 by eliminating all coupes, leaving only the GT Liftback and GT Convertible. In UK, Toyota released the SR based on the 1.8 ST. The SR has full body kit, mesh grille, 16 inch alloys, and upgraded sound system. The GT-Four was still offered in Japan. Also in 1999, Toyota released pictures of their XYR concept car, which would soon become the next Celica.

[edit] Seventh generation / T230 series (2000-2005)

Seventh generation
Production	2000-2005
Assembly	Tahara, Aichi, Japan
Body style(s)	3-door liftback
Layout	FF layout
Platform	T230
Engine(s)	1.8L 1ZZ-FE 140 hp I4 1.8L 2ZZ-GE 180 hp I4
Transmission(s)	4-speed automatic 5-speed manual 6-speed manual
Wheelbase	102.4 in
Length	170.5 in
Width	68.3 in
Height	51.4 in
Fuel capacity	14.5 US gal.
Related	Toyota Corolla Toyota RAV4 Toyota Matrix Chevrolet Prizm Pontiac Vibe

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.

The Celica came in two different models. The ZZT230 powered by an economical 1.8 L 4-cylinder 140 hp 1ZZ-FE engine and the ZZT231 powered by a higher-performance 1.8 L 4-cylinder 191 hp in Europe and Japan (180 hp) 2ZZ-GE version, co-developed with Yamaha. Both of these engines featured Toyota's signature VVT-i (Variable Valve Timing with Intelligence) system, which continuously varies the camshaft timing.

North America

In the USA and Canada the base model with 1ZZ-FE engine is called GT, and the higher performance model with 2ZZ-GE engine is GT-S. The GT-S had a more extensive and advanced system called VVTL-i (Variable Valve Timing with Lift and Intelligence), which is similar to the VVT-i except until 6100 rpm, when maximum intake valve lift is increased a fraction further to provide an increase in top-end power, accounting for the 41 hp difference. 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 manually shiftable torque converter automatic by Tiptronic.

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. Unfortunately, Toyota was too late to the sport compact party—in 2001, Honda released its Integra replacement, the Acura RSX for the 2002 model year, the Type-S model with a 2.0 L 4-cylinder 200 hp engine, which competed directly with the Celica GT-S. In 2004, for the 2005 model year, the RSX Type-S raised the hp to 210.

On the 2000, 2001, 2003 and 2004 GT-S models, the rev limiter is set to 8400RPM while the 2002 and 2005 have it set to 7800 (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, with full power coming right at 7800 rpm.

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. [1] Celica sales hit 52,406 units in 2000, but dropped sharply to 14,856 in 2003. Just 8,710 Celicas were sold in 2004, and only 3,113 were sold in 2005. Many attribute the 2004 loss in sales to the introduction of the cheaper Scion tC.

Japan

Japanese models continued to carry SS-I and SS-II trim levels. The SS-I is powered by 1ZZ-FE engine, SS-II comes with 2ZZ-GE engine. The SS-II also can be ordered with Super Strut Package with super strut suspension, rear strut bar, 16-inch alloys, metal pedals, and colored rocker panels. The SS-II has climate control AC with digital display. Options included the choice of the Elegant Sports Version with front lip spoiler and headlight covers, or the Mechanical Sports Version with full body kits. The JDM Celica was updated with minor changes in August 2002.

7th Generation Models as of 2002,
Chassis Code	Model(s)	Drivetrain	Engine	Power	Torque	Markets	price (¥1000)
ZZT230	SS-I	FWD MT	1ZZ-FE	145 PS @ 6400 rpm	170.64 Nm @ 4200 rpm	JPN	1730 ($14400)
ZZT231	SS-II	FWD MT	2ZZ-GE	190 PS @ 7600 rpm	180.44 Nm @ 6800 rpm	JPN	2020 ($16800)
ZZT231	SS-II super strut package	FWD MT	2ZZ-GE	190 PS @ 7600 rpm	180.44 Nm @ 6800 rpm	JPN	2250 ($18700)

Europe

All the European models have the 6-speed manual transmission, and was 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 2005, Toyota GB 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.

7th Generation Models as of 2006, pricing for UK market
Chassis Code	Model(s)	Drivetrain	Engine	Power	Torque	Markets	price
ZZT230	1.8 VVTi	FWD MT	1ZZ-FE	142 PS @ 6400 rpm	173 Nm @ 4200 rpm	UK, EUR	£16,670 ($32,824)
ZZT231	1.8 VVTLi T Sport	FWD MT	2ZZ-GE	191 PS @ 7600 rpm	180.44 Nm @ 6800 rpm	UK, EUR	£21,195 ($41,711)
ZZT231	1.8 VVTLi GT	FWD MT	2ZZ-GE	191 PS @ 7600 rpm	180.44 Nm @ 6800 rpm	UK	£22,640 ($44,560)

Asia Pacific

In Australia, the Celica was only offered with 2ZZ-GE engine (with 4 wheel disc brakes) in two trim levels, SX and ZR. The SX was fitted with 15-inch alloy wheels CD player, electric windows and mirrors. The ZR has standard moonroof, SRS side and front airbags, fog lights, 16-inch alloy wheels, 6 stack in dash CD player (with tape deck) and aluminium pedals. Optional extras was the 4 speed tip tronic (Automatic), air conditioning and metallic paint. Satilite Navigation became available mid 2002 as an option. Sportivo body kits which is the same as Mechanical Sports Version in Japan, or Action Package in the USA are available. The Australian spec is also sold in New Zealand. Although not officially imported by Toyota, there are many JDM models sold in Singapore and Indonesia. In Thailand and Hong Kong, the Celica is offered in one trim level similar to Australian ZR with 2ZZ-GE engine.

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.

The last Celica was rolled off production line on April 21, 2006.

[edit] Possible eighth generation?

Toyota is rumored to be working on the eighth generation of the Celica. This Celica is projected to be made with the help of Subaru (Toyota owns 8.7% of Fuji Heavy Industries). Reports indicate that the new Celica would come in two trims: a sub-$20,000 200 hp front-engine/rear-wheel-drive GT and a 300 hp front-engine/all-wheel-drive GT-4, using a new Boxer engine, respectively. [2] The next generation Toyota Celica will be available in two versions, a Celica GT and Celica GT-4. The GT should be powered by the 2.0-litre boxer and will be rear-wheel-drive, while the GT-4 receives the 300 hp 2.0-litre boxer from the Impreza WRX STI with Subaru's four-wheel-drive (including in-wheel electric motors for added power on the wheels). Further rumours are that Toyota may return to WRC with the new Celica.

The Toyota Celica will also have two body stylings, first, a true coupe but also a three-door hatchback. There will not be a five-door hatch since that would directly compete with the Subaru Impreza hatch.

The Celica is expected to be built by Subaru at the Gunma plant. Whether the new Celica will ever be available outside of Japan is not yet known.[3]

[edit] Safety

In Australia, 1981–1999 Toyota Celicas were all assessed in the Used Car Safety Ratings 2006 as providing "average" protection for their occupants in the event of a crash. [4]

Driver's side SRS airbag is standard in all USA models from 1990. Dual SRS Airbags are standard from 1994. Seat-mounted side airbags are optional from 2000.

[edit] Motorsports

In motorsports, 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. Celica GT-Four competed in Group A Rally racing from the 1988 to 1997. Celica GT-Four 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 victory in this event. Soon after introducing the ST205 in 1995, Toyota Team 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 homologation 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 circuit 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, always held during the weekend of the Long Beach Grand Prix or (from 1976-1983) the United States Grand Prix West until 2005. In 2006 the Scion tC replaced the Celica as the spec car for this race.

Team Racing Project Bandoh created a special rear wheel drive variant of the seventh generation Celica using a 3S-GTE engine[5]. It was entered into GT300 class of the Japanese Grand Touring Championship.

The 1st generation liftback (known as Celica LB Turbo) was used to compete in the DRM between 1977 and 1978, the car was capable of producing 560 BHP. The car was entered by Schnitzer via Toyota Deutschland and was driven by Harald Ertl and Rolf Stommelen for the following season. The car had a limited success scoring only 4th and 8th and was plagued with various problems throughout the two seasons before it was sold to TOM'S in Japan which under company founder, Nobuhide Tachi, it had a successful career. Tachi also had a successful career with the second generation version. Despite its limited success in the series, the DRM liftback was immortalised by Tamiya as a 1/12 radio controlled car and a 1/24 static model.[6]

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 V6 engine that was not available in the street Celica. Robert Huffman won the 2003 Dash Series Championship driving one of these Celicas.