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Old 04-04-2009, 06:00 PM   #1
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2000-2005 Toyota Celica + MR-S Reviews

Road Test: 2000 Toyota Celica
Quote:
Hard to believe, but it's been nearly 30 years since the first Celica debuted in 1970. Seeking to rekindle its appeal with younger buyers, Toyota is launching an all-new version of the Celica for 2000, which is lighter, more powerful, and less expensive than car it replaces. A better price/value relationship notwithstanding, the seventh-generation Celica's distinctive sheetmetal-combining soft contours and hard edges-will also be critical in how well it plays with the Gen-X contingent. Designed at Toyota's CALTY facility in Newport Beach, California, and a near dead ringer for the XYR concept coupe shown in Detroit, this high-profile front-drive liftback comes in two flavors: GT and top-line GT-S. We recently drove several prototype versions of both and were pretty impressed.

Pricing wasn't finalized at press time, but Toyota confirmed both models will be more affordable than the current car. Now fortified with edgy styling and newfound muscle, the Celica has more of what it takes to attract enthusiast buyers.
Full Test: 2000 Toyota Celica GTS
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A Race Car for the Streets

It's hard to believe it's been nearly 30 years since Toyota released the Celica to sporting drivers. At its introduction, the Celica was a revolutionary vehicle, providing sports car-like features and performance at an affordable price.

For 2000, Toyota has taken the Celica back to its performance car roots, with new cutting-edge bodywork, a high-revving powertrain and an aggressive suspension that beckons the switchbacks of canyon roads.

A first for the Celica, the GT-S's engine is mated to a standard six-speed gearbox with a short-throw shifter.

No matter where we went, the Celica GT-S drew more thumbs up than we'd seen in recent times. Fuel stops required an extra 10 minutes to answer questions from motorists.

If asked to choose in this segment, we'd have to flip a coin between the Prelude SH and the Celica GT-S, with the Celica having a slight edge due to its new radical design. Either way you'll have a hard time handing the keys back after a test drive.
Toyota Thunder: TRD Celica GT-S - Road Test
Quote:
Sharper? Yes. Sharp enough? No.

With its 7800-rpm redline, 180 horsepower that peaks just 200 rpm before that, and an aggressive VVTL-i electronically variable valve-timing-and-lift scheme, the 1.8-liter DOHC 16-valve engine in Toyota's Celica GT-S is plenty edgy. Plus, it's backed by a six-speed manual transmission, and the body wrapped around that engine looks as though it were designed with a knife. But the suspension, while generating impressive performance numbers, feels more civilized than aggressive.

TRD's modifications nudge the Celica GT-S toward the raw-nerve reflexes of a car like the Acura Integra Type R. But the potential is there for Toyota and its TRD division to comprehensively optimize the car as a true, factory-built near racer along the lines of the Type R. There's more power to be had from this engine, more grip to come from this chassis, and we want it all.
2003 Toyota Celica Review
Quote:
What Edmunds.com says
A distinctive and entertaining sport coupe biased toward performance rather than convenience.

Pros
Radical styling, rev-happy GT-S engine, outstanding steering/braking/handling.

Cons
Mediocre interior materials, difficult-to-master GT-S six-speed shifter, doesn't offer much in terms of features.
2005 Toyota Celica
Quote:
Toyota's sports coupe heads into retirement. We give the final version a spin.

Well, the Celica got a radical redesign in 2000, and the car once again looked like a real sports car. Even better, Toyota actually put in a really good, high-revving powerful engine in the new car. This new Celica won many accolades from the automotive press, and it seemed like Toyota had finally re-secured its place in the sporty car market. However, it appears that this wasn't meant to be, as 2005 marks the final year the Celica will be available in the U.S.

So now that the Supra, MR2 and now Celica are gone from Toyota's line-up, the company has no sports car out on the market. It's a shame, really, because all of Toyota's sports cars are pretty damn good. We figured we should get our hands on the last Celica before it's gone forever. And with that, we bring you our five-day review of Toyota's Celica GT-S.

Either way, this lack of "refinement" really not a big issue overall. Actually, yeah it is. Maybe we wouldn't be as critical if we had the base Celica GT-S, but for the $27,000 asking price of our test Celica, we expect a little more.
Dyno Cell: Toyota Celica Exhaust
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Who's the Top Dog?

In the July 2002 issue, the "Tech Scene" column announced we were going to conduct an exhaust shootout on our long-term 2000 Celica GT-S. We offered any exhaust manufacturer who made a system for the Celica the opportunity to get involved. By doing so, each would be standing by their product, even if it didn't produce the power levels they wished it would--no excuses.

Surprisingly, our office was flooded with systems from nine different manufacturers who wanted to participate in this first-time event for Turbo.

Who was top dog? They all installed easily but, beyond that, we will let you decide which parameters mean the most to you.
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Long-Term Test: 2000 Toyota Celica GT-S
Quote:
In case you've forgotten, we purchased a six-speed-equipped Spectra Blue Mica Celica GT-S from South Bay Toyota in Gardena, Calif., in May 2000. Options included ABS, 16-inch five-spoke alloy wheels with 205/50VR16 Yokohama Advan A680 performance rubber, a sunroof, leather upholstery, a regular-size spoiler and floor mats. At that time, this all-new Celica was in high demand, and we couldn't do better than sticker price.

And with several months' experience in the GT-S, our consumer advice editor, Phil Reed, wrote, "The Celica is like a spoiled child that demands attention. But it's also a gifted child, giving sudden, unexpected rewards."

Weaknesses and all, though, our Celica hadn't lost any of its original entertainment value after two years in the fleet. If you like to drive and can cut loose some of life's baggage, put the GT-S on your test-drive list.
Editors' Most Wanted Vehicles for 2002
Quote:
Sport Coupe Under $30,000

Winner: Toyota Celica
"Every bit as razor sharp as it looks."


Until recently, Celicas were generally considered slow, overweight and expensive. Detractors claimed they were "secretaries' cars." Not anymore. The 2002 Celica, especially in GT-S trim, is one of the most exciting sport coupes sold, and it's the one we would put in our garage, if given the chance.
Project Celica: Part 1
Quote:
Getting Acquainted

By now it's no secret that Toyota's new Celica has won a special place in the hearts of SCC's staff. The first time we got our hands on one, we loved it, and in our review of the factory GT-S for Eight Great Rides this year, we called it "one of the few performance cars truly worthy of that label." It offers a purity of design concept almost unique in today's selection of committee-driven product offerings. And for the most part, the hardware lives up to the promises made by the sheet metal.

When we first tested the GT-S back in the October '99 issue, we noted some unusual features in the stock air filter box. First, the mass air flow meter is integrated into the air filter box, making aftermarket intakes significantly more complex to design. Rod Millen Motorsports has managed however, and we are currently testing its intake. So far, it appears to make about 7 hp and lower intake temperatures by about 5 degrees. We want to put some more miles on it before making a full report, however.

With that, we'll wrap up the introduction to our long-term Celica GT-S project. We hope you're as excited about this project as we are. There's lots of fun to be had, and even more to learn. If you see us out at the track sometime, be sure and stop to say hello. We'll try not to talk your ear off about the Celica--unless you start asking questions.
Project Toyota Celica Part III
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Bolt-On Boost--Blitz Supercharger

Making horsepower is simple right? Slap on an air filter, exhaust and header system and gain 20 hp, right? Well, not really. That may have been true a decade ago when manufacturers still used cast-iron headers and crimp-bent exhaust systems to lower production costs.

Today trying to squeeze extra horses from a late-model import engine can be a bit more challenging. Installing an aftermarket exhaust, header and filter might gain only 10 hp and that is if you're lucky. Many vehicles rolling off the production line already incorporate a tubular header system and mandrel-bent exhaust, laying down a major challenge to the aftermarket. For instance, we squeezed an additional 8.2 hp out of Project Celica by adding a Veilside titanium exhaust and an Injen cold-air intake.

Blitz Japan had developed a bolt-on supercharger kit for the 2ZZ-GE engine. Having worked closely with Blitz North America, we were able to get our hands on a supercharger kit for the Celica, the first in the States. Upon first inspection, we were immediately impressed with the extra large, front-mount air-to-air intercooler that comes standard in the kit.

The Blitz ECU creates more precise tuning and eliminates the chances of overloading the cylinder with fuel, commonly a problem with pump and regulator systems. Also, the chances of detonating from being too advanced on ignition timing or pre-ignition from too much retard is nonexistent.

Driving the Celica with the supercharger took a little getting used to, especially on turns. Activation of the supercharger on a turn could easily have left large patches of rubber on the pavement. And remember, the Celica is rolling on some pretty wide 225/35R-19 Yokohama Parada Spec-2 tires and still easily smokes the hides.

The 2ZZ-GE engine willingly screamed to redline once the accelerator was to the floor but can still be extremely civil in stop-and-go traffic. Overall, fuel economy was not greatly affected, except during the first two tanks of gas when we had the accelerator on the floorboard everywhere we went. Fuel economy was still about 22 to 25 miles per gallon.

The Celica is a real looker, constantly turning heads each time we take it for a cruise but don't let the looks fool you. The front-mount intercooler hints that this Celica is ready to run.
High Desert Showdown
Quote:
Battle of the factory-tweaked front-drivers.

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Old 04-08-2009, 01:35 PM   #2
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3rd Generation Toyota MR2 Spyder Reviews

Toyota MR2 Spyder Review
Quote:
Let's break out the old automotive etymology textbook for a fun and fascinating exposé on the Toyota MR2 Spyder. The 1,345-word biography of Kiichiro Toyoda and his company's origins in making electric looms has been removed for reasons of brevity. The middle bit regarding the car's name is more conveniently straight to the point, referring to the fact that it's a Midengine, Rear-drive, 2-seat sports car.

The Spyder part of the name has nothing to do with arachnids, and is instead a common alternate word for a convertible sports car. Ferrari and Fiat have used the more conventionally spelled Spider name in the past and Toyota clearly wanted to tap into this high pedigree of sporting vehicles for its new-for-2000 roadster. As the old saying goes, the name says it all.

Except in French etymology, which reveals that "MR2" pronounced phonetically en francais sounds like the word for…excrement. Therefore, Toyota called this car simply "MR" in France. In the English-speaking world, it was nicknamed "Mister Two." Ah, isn't etymology fun?

Past MR2s were offered with T-top roofs, but the Spyder served as Toyota's first real attempt to take on the Mazda Miata's monopoly in the low-priced roadster segment. Featuring a 1.8-liter four-cylinder mounted directly behind the driver, and a low curb weight, the MR2 succeeded as a fun-to-drive drop top.

But in the all-important cute category, it missed the grade. It had the profile of a squared-off Boxster, the face of a frog and a tail that resembled a Pokemon (especially when painted yellow). Also, the interior looked extremely dated before it was even introduced and its trunk made the Miata's look like a B-52's bomb bay. Although it was initially a hot commodity, the Toyota MR2 Spyder was a low-volume niche vehicle like its predecessors until the ax fell on it in 2005.

Most Recent Toyota MR2 Spyder

The Toyota MR2 Spyder was introduced for 2000 in only one well-equipped trim level. Antilock brakes, 15-inch wheels, air-conditioning, a glass rear window, power windows and locks, and a CD stereo were standard equipment. The mid-mounted 1.8-liter inline-4 was rated at 138 horsepower and 125 pound-feet of torque. The only transmission available was a five-speed manual.

In 2002, Toyota introduced the five-speed Sequential Manual Transmission or SMT for the MR2, making it the cheapest car at the time (by a long shot) to offer a true automated clutch manual. We found this option easy to use and liked the way it matched revs on downshifts, even though it sapped some acceleration from the engine. Without a fully automatic mode, however, the SMT's value was questionable. Given this, along with potential durability concerns, we suggest that used MR2 Spyder buyers stick with the regular five-speed manual.

For 2003, the MR2 Spyder underwent its midlife freshening with minor changes to the front and rear fascias and instrument panel. The SMT was upgraded to six speeds, while the rear tires grew to 16 inches.

In reviews, we found the Toyota MR2 Spyder very enjoyable to drive. In a roadster comparison test in 2000, it finished higher than the Miata by being more fun and tossable at the track. Its midengine layout meant it could lose its composure at the limit, but generally it went through turns quite nicely. The steering was quick and responsive, although the electrically assisted rack didn't provide as much road feel as other cars in this class.

We also never got used to the styling or interior design, and found its storage capacity laughable. The front-mounted "trunk" was taken up by the spare tire and the storage compartment behind the seats was very small and difficult to access.

Past Toyota MR2 Spyder models

The Toyota MR2 Spyder technically lasted for just one generation: from 2000-'05. From 1985-'95, there were two generations of the MR2: a midengine, two-seat coupe. A T-top was available, but there was no full convertible.







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Old 04-09-2009, 10:49 AM   #3
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1999 Toyota XYR Concept
Quote:
Toyota used the Detroit Motor Show to unveil the exciting XYR sports coupe, a lightweight high-performance concept vehicle styled by Toyota's CALTY Design Centre in Newport Beach, California.

An all-new aluminium alloy 1.8-litre twin-cam engine powers the front-wheel drive XYR. The engine employs an all-new VVTL-i induction system to produce 180 horsepower at 7,600 rpm. The newly developed system combines continuously variable valve timing and continuously adjustable valve lift, depending on engine rpm. The system provides an exceptional blend of power, fuel economy and reduced emissions over a broad rpm range.
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Old 04-09-2009, 11:56 AM   #4
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Project Celica: Part 2
Quote:
The Dawn of Celica Tuning

Last month's introduction of Project Celica GT-S may have been a shocker for regular SCC readers, but not for Celica GT-S owners. Last month, we admitted that we actually kept our Celica stock for the first 9,000 miles. That may well be a record for an SCC project car, but the new Celica is so much fun to drive, we were able to resist the uncontrollable shaking in our wrench hands that comes whenever we're behind the wheel of something stock.

That all changed this month.

In addition to the power, the engine note with the intake is spectacular. There has been an ongoing debate around the SCC garage as to whether Honda's B18 or Toyota's 2ZZ-GE sounds better. With the Toyota's authoritative new voice, the debate is over.

Installation of the intake was quite simple, and in fact, over the course of our testing, we swapped between the stock intake and the Rod Millen Intake several times.
Toyota Thunder: Rod Millen Motorsports/TRD Ultimate Celica - Road Test
Quote:
A 497-hp Toyota Celica with all-wheel drive and an Indy-car nose? This is what happens when car guys get their way.

Former race and rally driver Rod Millen had done such a great job on the production of the Retro Cruiser and on the development of the Street Rod's suspension that he was a natural choice to head up the Ultimate Celica project, ably assisted by Toyota Racing Development, usually referred to as TRD.

Hence the GT4 drivetrain -- lifted, modified, and installed by Millen and TRD. The so-called 3SG engine from the old rally car has been used extensively in IMSA GTP race cars of the '90s as well as in Rod Millen's Pikes Peak Hill Climb runners.

Millen and TRD bored and stroked this one fair and square at 3.38 inches and then fitted Mahle forged pistons, titanium con rods, and a billet crank. Millen custom-built a set of Inconel headers for the car, as well as a stainless-steel exhaust system that exits through the rear diffuser below the bumper.

When force-fed by an electronic-waste-gate-controlled Garrett T04 ball-bearing turbocharger blowing up to 22 psi, the engine cranks out 497 horsepower at 8000 rpm. That kind of power promises a hard life for the five-speed gearbox borrowed from the GT4 rally car, and Millen admits that this Celica really needs something like an X-Trac "dog box" racing transmission. But that, he says, would contradict the ultimate street-machine concept.

But, hey, this is a relatively undeveloped car, and it may remain that way. After all, there are no plans to put a car like this into production, and there's no real place for it to compete. A sequential six-speed would probably do a lot to keep the engine on the boil, but at the end of the day, the Ultimate Celica is a show car more than it is a go car. That it runs as well as it does is a testament to Rod Millen's (and TRD's) carbuilding talents. More than anything, though, this is automotive sculpture. It's a big-nosed, screaming-yellow mobile. Literally, an auto-mobile.

Pretty cool, isn't it?
Toyota Celica F1 Supercar
Quote:
What happens when you cross a Formula One car with a World Rally machine and a Toyota Celica? All kinds of trouble, that's what.

As far as show-stoppers go, nothing has done the job quite like the Ultimate Celica. A surprise yellow-streak creation, which first appeared nearly a year ago at the Detroit Motor Show and dropped jaws like little else we've encountered, it soon disappeared from view but not from memory...

Enthusiasts couldn't stop talking about the 500bhp Toyota that would be faster than a McLaren-Mercedes SLR. Nor could they get over the outrageous styling that borrowed heavily from the F1 arena. But the car had vanished from view - until now.

Not only were we allowed to get behind the wheel and put the turbocharged flier through its paces, but we also headed for the test track to see exactly how fast and crazy this mutant Celica has become. With the test gear strapped on, how would it perform? The collective brainchild of the same three people responsible for the Toyota Retro Cruiser - driven in Issue 606 - the Ultimate Celica was born to project a more passionate image of Toyota as a manufacturer. And the project was handed to Toyota Racing Development (TRD) for the powertrain development and Rod Millen to build and run the car.

The Ultimate Celica proves every bit as wild as you'd expect. It's an uncompromising, unfiltered supercar that puts Toyota on the map as a passionate sports cars builder. But for now, it remains a one-off. And given the horrendous practicalities of building anything approaching this level of performance - even on a limited basis - it may stay that way. But it's great to think otherwise...
The Ultimate Toyota Celica
Quote:
The Ultimate Celica is the most bad-to-the-bones concept Toyota has shown to date. Powered by a 2.0-liter four-cylinder that's been bored, stroked and fitted with a turbo, the Ultimate Celica reaches it peak horsepower at 8,000 rpm and creates a bone-jarring 340 foot-pounds of torque at 5,500 rpm. To handle the added muscle, Mullen added a rally-inspired all-wheel-drive system and five-speed manual transmission.
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Old 10-17-2009, 01:05 PM   #5
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Toyota Celica GTS - The Celica You Didn't Expect
Quote:
But that is the case with Theresa Tran of Long Beach, CA, who was persistent in overcoming these obstacles to build something to snap necks. “I wanted to transplant a 3S-GTE engine in my Celica,” explains the 22-year-old Mortgage Specialist. “So I bought a solid turbo powerplant and sold the 2ZZ-GE to fund the operation. So a few weeks led to a month which turned into six months and still no swap. I ended up having to buy another original engine and sell the 3S-GTE in the end,” she adds.

Like any project of this magnitude, it didn’t happen easily. Tran even had to switch jobs and put in over 70 hours a week to pay off this project. “When I’m done with it, I want to put it in a Plexiglas case and store it in my living room,” she screams. That would definitely make it into Garage Life Mag, I told her. As a first effort for this young chickie, we’ll have to give respect. And now that we hear that she has 328whp at 18psi under her right foot, those that fail to clear a path will be persuaded to do the same.
Project Celica: Part 1
Quote:
Getting Acquainted

By now it's no secret that Toyota's new Celica has won a special place in the hearts of SCC's staff. The first time we got our hands on one, we loved it, and in our review of the factory GT-S for Eight Great Rides this year, we called it "one of the few performance cars truly worthy of that label." It offers a purity of design concept almost unique in today's selection of committee-driven product offerings. And for the most part, the hardware lives up to the promises made by the sheet metal.

What's this? A project intro with no modifications? The Celica GT-S is a serious enough performance car that we have been spending more time than usual driving it stock. The need to tinker has been getting steadily stronger, however, and we just couldn't leave well enough alone. When we first tested the GT-S back in the October '99 issue, we noted some unusual features in the stock air filter box. First, the mass air flow meter is integrated into the air filter box, making aftermarket intakes significantly more complex to design. Rod Millen Motorsports has managed however, and we are currently testing its intake. So far, it appears to make about 7 hp and lower intake temperatures by about 5 degrees. We want to put some more miles on it before making a full report, however.
Project Celica: Part 3
Quote:
Cornering Power

There is little that can compare to the sound of our Celica GT-S' engine at full song. Breathing through a Rod Millen Motorsports intake and exhaust, the sound of Toyota's remarkable air pump is loud, clear and crisp. Pulling through the powerband, the symphony initially comes only from the exhaust, then, with the 6000-rpm cam switchover, comes the sudden, almost violent addition of intake noise.

With the valve overlap, the fury of the exhaust can be heard, unmuffled, across the intake valves, up through the manifold and out the air filter placed conveniently behind the Celica's small, single, nostril-like vent. Besides the intake and exhaust, the 2ZZ-GE engine is silent. There is virtually no mechanical noise or vibration to be heard, none of the valve clatter and piston scrape that Honda somehow makes sound good, just the clear, deep sounds of air bouncing around inside the intake manifold, exploding and shooting, angry and hot out of the exhaust.

The Celica's engine sound would be more at home in the back of a Formula Atlantic car than in the front of an off-the-shelf sports coupe, but that's exactly why we like it.

Finally, we need a limited-slip differential and we need it badly. In stock form, we already thought the Celica could use a limited slip, but with the reduced droop travel and stiffer springs, the inside front tire seems more willing to spin than ever. It appears that both helical and clutch type limited slips are available from TRD [(800) 688-5912], another clutch type diff is available from KAAZ [(949) 631-0909] and a helical diff is available from Quaife [(949) 240-4000].

We should also note that despite the fact that there were no shocks available when we began this saga, there are several available now. TRD has a new suspension package available, KYB [(63...] has its AGX adjustable shocks available now, Hotchkis Tuning [(562...] has a Bilstein-based coilover package and B&G suspension [(800...] also recently released a shortened strut coilover package.
2000 Toyota Celica - Let the Fun Begin
Quote:
Project Celica

What do we have in store for the Celica? You have to wait and find out. OK, we can't wait-check out page 30 where we outline the exhaust shootout we performed on the Celica. There's a lot more on the way. Stay tuned.
Project Car Update - Toyota Celica GTS
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Toyota Celica GT-S

The GT-S has become a very successful project car. Almost all modifications were completed prior to the Toyota press reception at the 2002 SEMA show. Since then, we've been happily cruising around in the vehicle-this isn't any pampered trailer car!
Chris Rado TRD Outlaw Class Toyota Celica
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TRD Builds A 2ZZ Bruiser For Import Racer Christian Rado

We have tabbed the Celica as a prime time player and it has lived up to its billing. We knew it was only a matter of time before the Celica's popularity tricked up to the import race scene. More than a year ago, we heard rumblings of some serious quarter mile Celicas in the works. There was one on the East Coast and one out West. One was front drive; one was rear. One had a V8, one had a 2ZZ. Turbo magazine will be following the build-up of both of these hard-hitting Toys.

The East Coast Celica will be piloted by elite import dragger, Christian Rado. At the 2000 SEMA Show, TRD announced it was the engine supplier for the 2ZZ-GE-motivated FWD bad boy. Christian has told us that the car used for making the body panels will be converted into a Quick Class racer. We could be looking at a two-pronged Celica attack later in the season. There is no word on where the engine for the second car will come from, but Christian said he hopes to employ a female driver.
2003 Toyota Celica - Sick Celica
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This Wide-Track Turbo GTS IS Built For Speed

Luckily for owners Richard Del Rosario and Chris McGehee, the latter of whom is the builder of this impeccable 2003 Toyota Celica you see before you, a colleague came through at the last minute with an unparalleled location. "High in the hills you must go, to a construction site where nary a building has yet to be built," he said.

For R&D purposes, the Celica was taken to Le-Toy Motorsports in Bakersfield, Calif., to dyno tune the combination. On a mild boost setting, the Celica put down 225 hp to the ground and 190 lb-ft of torque. We were ready to step it up, but with the 19-inch wheels, the clutch wouldn't let testing go any further.

At the moment, Stafford and company are projecting the horsepower will be around 250 to the ground, and 215 lb-ft of torque at 8.5 psi once the clutch is replaced. Nitrous Express steps into the picture for this powerplant, but not directly. The juice is actually released through a small valve onto the intercooler to enhance the heat dissipation of the unit. The final power mod was a Tanabe Racing Medalion exhaust.

To better funnel the power to the ground, an ACT clutch replaced the failing stocker, a Fidanza aluminum flywheel was added and a Monkey Wrench Racing LSD were added to the mix.

This sick Celica can answer that rallying cry in spades. With boost coursing through its veins and a truly sinister stance, this Toyota delivers on its promises.

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Old 11-17-2009, 11:32 AM   #6
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2000 Toyota Celica Convertible concept

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2000 Toyota Celica Cruising Deck concept


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Old 12-24-2009, 12:10 PM   #7
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Toyota Celica
Quote:
For

* Screaming engine
* Sweet handling
* Slick gearbox

Against

* Short on low-end torque
* Hot hatches are more practical
* Feels as if it could take more power
Toyota Celica GT gets fast and furious treatment
Quote:
What’s new?

There's a fairly dramatic bodykit, a huge rear wing, 17in alloy wheels and inside there are GT seats and gearknob. The suspension is dropped 10mm, but otherwise it’s a Celica T-Sport.

So should I buy one?

If you want to be looked at. Plus the gearbox is slick, the ride acceptable, the handling sweet and past 6000rpm the variable valve-timed engine is great. Entertaining and very noticeable.
Toyota Celica
Quote:
Seven generations of the cool coupe came and went before it was axed last year. Here we rate the final four...

Celica (seventh generation)

The last Celica was never campaigned as a rally car, and doesn’t offer four-wheel drive, but it features an all-new chassis and fresh engines. It arrived in October 2000 with a pair of powerplants and three trim levels. The 140bhp VVT-i is well appointed and can return 45mpg, while cars with the Premium package boast climate control, an electric sunroof and leather seats.

The VVTL-i 190 has a screaming 189bhp engine and is capable of 43mpg. Yet the less power*ful unit virtually matches the flagship for low-end muscle, so is a better bet for more relaxed drivers.
All UK models come with a six-speed manual and no auto option. T Sport trim adds traction and stability control, a CD player and air-con to the 190 package, while the T Sport-based GT has lowered suspension, a rear spoiler, front bumper and side skirts, 17-inch alloys and Alcantara seats.

However the 190 model needs to be worked hard, because peak power is delivered at a heady 7,800rpm. The engine revs to an incredible 9,000rpm, so try before you buy, because while some drivers love the manic power delivery, others will find it tiring. However, there’s little
to worry about mechanically, thanks to the firm’s famed build quality and reliability.

Best of the bunch is a late 190 GT with most of its three-year warranty still intact. You’ll pay a dealer £14,500 for a 2006 55-plate car, and £500 less privately. If performance isn’t important, early V-reg versions of the 140bhp model will set you back £5,300 privately, £6,000 from a dealer. A 2006 06-plate example can be yours for £12,900.

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Old 12-29-2009, 08:37 PM   #8
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Toyota MR2
Quote:
For

* Mid-engined agility
* Exotic looks
* Reliability

Against

* Twitchy on-limit handling
* A Mazda MX-5 is better
* Dull cabin
TTE Toyota MR2 Turbo Review
Quote:
This car marks the start of Toyota’s efforts to cash in on its big-budget F1 involvement. In a spot of uncharacteristic enthusiasm for the road-car side of its business, the Japanese car maker has empowered its German-based Motorsport division to develop a series of performance-enhancing kits for existing Toyota models.

First up is a turbocharger conversion for the already highly rated MR2. Set to be offered through official Toyota channels in the UK, it aims to answer criticism that the little two-seater lacks the power to fully do its mid-engine chassis justice.

For the transformation, which is likely to set you back around £4000 when official sales get underway later this year, Toyota Motorsport starts with the MR2’s standard mid-mounted 1.8-litre four-cylinder motor. It then adds a Garrett turbocharger, air-to-air intercooler and more free-flowing stainless steel exhaust to boost power by around 40 per cent to 195bhp at 6000rpm and torque from 126lb ft to a stout 184lb ft at 3500rpm.

The upgraded engine does wonders for the MR2’s straight-line performance. With just 990kg to shift – 20kg more than the standard car – the blown four-pot hurls the little two-seater to 62mph in 5.9sec – 2.0sec inside the standard car – and on to 145mph, making it only slightly slower than a Vauxhall VX220 Turbo.

This extra power is delivered without any discernible lag as the turbocharger begins to spool up just below 2000rpm – just 0.48 bar of boost is employed to preserve low-end performance.

Channelling the new-found poke back to the MR2’s rear wheels is a six-speed manual gearbox, chosen over Toyota’s sequential shift arrangement due to its ability to handle greater torque loads.

The problem with upping the performance of any car, though, is the added stresses it places on the chassis – something that’s more recognisable in an open car like the MR2 than a closed one. A series of braces to increase longitudinal rigidity are in the pipeline and, in keeping with the retro-fit nature of Toyota Motorsport’s performance packages, will be bolt-on arrangements concealed within the side sills.

The early prototype we drove did without the bracing and it showed; a whole host of chassis tweaks, including chunky 17-inch wheels and firmer springs and dampers, helped ensure grip levels remained high, but the rear-view mirror shimmied and the steering wheel swayed when we attacked corners. Plainly, we’ll have to wait until we drive a fully prepared version of the MR2 Turbo before giving a concrete judgement, but it certainly displays promise.

And it really looks the business, with reprofiled bumpers, a small rear spoiler and valance adding to its junior supercar appeal. Both the suspension and exterior styling mods come separately to the engine kit so you can pick and choose how to modify your MR2.

Toyota Motorsport is looking to finalise development of its MR2 engine kit by June and hopes to kick off UK sales by the end of 2004. By then it also plans to have a supercharger kit for the 1.8-litre four-cylinder engine in the Corolla. It’s taken an entry into Formula One, but it looks as though Toyota is finally taking performance seriously.

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Old 03-29-2010, 05:29 PM   #9
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Celica
http://www.importtuner.com/tech/impp...ers/index.html

http://www.importtuner.com/tech/0106...ing/index.html

http://www.importtuner.com/powerpage...t_s/index.html

http://www.importtuner.com/reviews/p...gts/index.html

http://www.importtuner.com/features/...ica/index.html

http://www.importtuner.com/features/...ica/index.html

http://www.importtuner.com/newslette...ema/index.html

http://www.importtuner.com/powerpage...ica/index.html

http://www.importtuner.com/events/im...rix/index.html

http://www.modified.com/news/modp-10...ica/index.html

http://www.modified.com/features/mod...gts/index.html

http://www.modified.com/features/020...t_s/index.html

http://www.modified.com/features/010...t_s/index.html

http://www.modified.com/projectcars/...t_1/index.html

http://www.modified.com/projectcars/...t_2/index.html

http://www.modified.com/projectcars/...t_3/index.html

http://www.modified.com/motorsports/...ach/index.html

http://www.superstreetonline.com/tec...ach/index.html

http://www.superstreetonline.com/tec...gts/index.html

http://www.superstreetonline.com/tec...798/index.html

http://www.superstreetonline.com/tec...998/index.html

http://www.superstreetonline.com/tec...501/index.html

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http://www.superstreetonline.com/fea...ody/index.html

http://www.superstreetonline.com/fea...car/index.html

http://www.superstreetonline.com/eve...ace/index.html

http://www.superstreetonline.com/fea...gts/index.html

http://www.turbomagazine.com/tech/02...est/index.html

http://www.turbomagazine.com/feature...ica/index.html

http://www.turbomagazine.com/tech/02...t_1/index.html

http://www.turbomagazine.com/feature...ica/index.html

http://www.turbomagazine.com/feature...ica/index.html

http://www.turbomagazine.com/tech/06...gts/index.html

http://www.turbomagazine.com/tech/06...gts/index.html

http://www.turbomagazine.com/feature...ive/index.html

http://www.turbomagazine.com/feature...ica/index.html

http://www.turbomagazine.com/feature..._10/index.html

http://www.turbomagazine.com/feature...ged/index.html

http://www.turbomagazine.com/tech/03...gts/index.html

http://www.turbomagazine.com/feature...ger/index.html

http://www.turbomagazine.com/feature...car/index.html

http://www.turbomagazine.com/feature...kis/index.html

http://www.turbomagazine.com/feature...ass/index.html

http://www.turbomagazine.com/feature...gts/index.html

MR-S
http://www.importtuner.com/powerpage...der/index.html

http://www.importtuner.com/features/...nce/index.html

http://www.importtuner.com/features/...mr2/index.html

http://www.importtuner.com/features/...r_s/index.html

http://www.importtuner.com/powerpage...mr2/index.html

http://www.importtuner.com/features/...der/index.html

http://www.importtuner.com/powerpage...der/index.html

http://www.importtuner.com/powerpage...der/index.html

http://www.modified.com/projectcars/...t_1/index.html

http://www.modified.com/projectcars/...t_2/index.html

http://www.modified.com/projectcars/...der/index.html

http://www.modified.com/projectcars/...der/index.html

http://www.modified.com/roadtests/02...smt/index.html

http://www.modified.com/features/030...der/index.html

http://www.modified.com/features/010...mr2/index.html

http://www.modified.com/tech/sccp_08...ion/index.html

http://www.modified.com/features/070...ise/index.html

http://www.modified.com/features/020...rbo/index.html

http://www.modified.com/features/020...der/index.html

http://www.modified.com/tech/0701_sc...der/index.html

http://www.modified.com/features/010...rbo/index.html

http://www.superstreetonline.com/fea...kit/index.html

http://www.superstreetonline.com/fea...car/index.html

http://www.superstreetonline.com/fea...car/index.html

http://www.superstreetonline.com/fea...car/index.html

http://www.superstreetonline.com/fea...car/index.html

http://www.superstreetonline.com/fea...der/index.html

http://www.superstreetonline.com/fea...der/index.html

http://www.superstreetonline.com/fea...wap/index.html

http://www.turbomagazine.com/feature...der/index.html

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Old 07-10-2010, 09:29 PM   #10
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FENSPORT AWD CELICA
Quote:
What could a Toyota month be without the Fensport AWD Celica? This car has seen drag strips, circuits and has even been to Tsukuba to show the Japanese how it's done in the UK. Fensport became immortal after making a 2.1l turbo 3s-gte powered Corolla that had AWD and was pushing 650bhp. But what do you make after that? Fensport wanted to make another all round car that was capable of winning quarter mile runs and hold its own during Time Attack battles.

They came up with this AWD Celica with another 3s-gte engine but this time it had 576bhp at the hubs. The base car was a generation 7 TRD M-sport Celica that was lighter and stronger. It is a special edition made from the factory that was specifically build for motorsport, it's even lighter than the older GT4 Celica models. So you could think it was light enough, but knowing Fensport it wasn't the case.

The car was stripped and all the sound deadening had to be removed. For even more stiffness a tig welded rollcage went in and the rear cross members were modified to house the st205 rear differential, this was all done to make the car 4wd. The rear spare wheel well has been removed to make room for the exhaust tunnel and the propshaft that runs alongside each other.

The rear hubs have replaced by Corolla items because they didn't wanted reinvent the wheel. Everything worked perfectly in their first Corolla so they decided to use a lot of items from that car and mount into this Celica, like the entire rear subframe.

Wheels are TE37 in 17"x7,5 with an ET35 for circuit use, tires are Toyo R888 in 215/45. When Fensport wants to take the car to the dragstrip they use the same tires but then 225 wide. For enough stopping power Fensport opted for 10pot calipers and 340mm discs in front and 6pot calipers with 280mm discs in the rear, both made by Tarox.

Exterior wise nothing major has been changed except for the VARIS carbon fiber bonnet with a scoop for better turbo clearance and a GT front bumper that has been reworked for better airflow to the HKS Supra intercooler. The GT spoiler is also fabricated by VARIS.

The engine is the real reason why this car exists and why I wanted to show you guys this car. The base engine is a 3s-gte that is used in the MR2 turbo and the Celica GT4, but it doesn't stop there. Fensport has increased its capacity to 2.1 liter. Other items that found its way into this engine are Crower steel connecting rods with custom JE Forged Pistons, ARP Bolts, metal head gasket and Lightweight alloy pulleys.

Fensport also ported and flowed the cylinder head and replaced the valves and springs. The inlet manifold has been custom made to fit the Celica and has a short runner design with internal ram pipes and a 75mm throttle body. Because this is a Spotlight I can't show you all the details, but I encourage you to take a look at the build page on http://www.fensport.co.uk/.

This car can do the quarter mile in 10.27 seconds and race Tsukuba in 1:04 (consider it was their first time and they ran into some mechanical problems). I'm looking forward to what they have in store this year during the Time Attack season and occasional drag sessions.

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Old 01-21-2011, 10:58 AM   #11
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http://www.youtube.com/watch?v=I2-hwM35jLA













.

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Old 01-02-2012, 03:52 PM   #12
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Toyota MR-S (W30) - Trial
Quote:
Already the Osaka tuning kings, Trial sets its aim on more unique targets.

If you’re going to do something out of the ordinary, you’d better do it properly. This is precisely the kind of mindset that Trial had when they embarked on their most extreme MR-S based project yet. Located in the outskirts of Osaka City, a five-minute walk from neighboring garage Auto Select, Trial is without a doubt, one of the biggest tuning shops we have come across in Japan. They offer top notch tuning services for pretty much any car you care to show up in, and while they specialize mostly in GT-Rs, Evos and Supras, they always have a very healthy interest in Toyota’s Celica and MR2, developing plenty of aftermarket parts for the two platforms. Even after Toyota discontinued the ZZW30 MR-S, Makihara-san, owner of Trial, still wanted to build one of these little mid-ship coupes. All he needed was time and a lot of carbon-fiber, but you can no doubt tell that those two key elements were just what this project needed.

Carbon-fiber: we love it, and if you’re like us, have had it in some form on your car, too. At Trial, to say they have a carbon fetish would be a compliment and they decked this project with a full carbon widebody conversion. Each piece on the Trial Try-Force aero kit has been shaped and created in house, inspired somewhat from the official Super GT race car that (up until a couple of years ago) was entered in the GT300 class. Aside from the doors and side mirrors, every body panel has been replaced with carbon pieces and also treated with glossy, transparent red (or clear coat); the result is a heavy visual impact. The Try-Force kit features plenty of aggressive air intakes and outlets, as well as functional aerodynamic pieces, like the front spoiler, side skits and rear diffuser. In an effort to change the look of the car even more, a carbon hardtop was dropped on top and a carbon GT wing bolted to the rear trunk lid. To fill the wider fenders, 17” Volk TE37SLs with a 10" wide dish were fitted on with grippy Dunlop Star Spec Z1 tires.

Opening the lightweight carbon engine cover at the back end reveals a well constructed engine bay with the custom-painted 1ZZ engine cover barely visible under the TRD strut and firewall brace. Trial has been experimenting with various configurations on the 1.8L, but an exhaust and intake did little to raise power up from stock (it’s 140hp, in case you were wondering). A low-boosting A’PEXi turbo pumped it up to 220hp, but the engine was changed a third time, this final setup with a HKS GT supercharger. With custom Trial cams, horsepower increased another 20 but low/midrange power saw the most improvement, a total of 184lb-ft. The HKS blower is mounted low under the engine and is fed by a custom induction pipe and HKS SPF sponge filter. It’s run at such low boost that it doesn’t require any form of cooling, meaning the compressor outlet is plumbed directly onto a bigger Trial throttle body without passing through an intercooler. The Trial stainless exhaust manifold connects up to a custom titanium exhaust system that exits with two pipes on each side of the number plate recess on the carbon bumper. The lack of a cat boosts power but at the same time makes it one loud-ass 1ZZ!

Seeing how this newfound performance has really made the car quite fast, a brake upgrade became very necessary, so the front slide-type factory calipers were shown its way to the trash and replaced with a pair of ORC 4-pot calipers and larger discs. Inside, the passenger seat was removed altogether while the driver’s side has a Recaro SP-GT2 replacement and Takata harness. Four A’PEXi gauges have been custom mounted in the glove box, and are easily accessed for consultation although the dash-mounted Power FC Commander displays more than enough useful information.

Development for this project and the W30 chassis continues onward for Trial. Next, they want to increase power again with an upgraded supercharger pulley. The mission for the ultimate MR-S is far from over, but clearly within reach.
PHP Code:
Tuning Menu
Toyota MR
-(W30)
Owner Trial
Hometown Osaka
Japan
Occupation tuning some of Osaka
’s wildest cars
Power 240 hp184lb-ft
Engine Trial stainless steel exhaust manifold
camshaftscustom titanium exhaust systemcustom aluminum pipingthrottle bodyaluminum pulley kitoil cooler and custom painted engine coverHKS GT supercharger kit and SPF foam filterTRD engine bushings
Drivetrain ORC single
-plate clutch and flywheelATS LSD
Engine Management A
'PEXi Power FC; HKS EVC boost controller
Footwork & Chassis A'
PEXi N1 coiloversTRD rear strut brace
Brakes Ogura Racing 4
-pot front calipers and 2-piece slotted discsDixel brake pads
Wheels 
Tires 17x10" +36 front/+18 rear Volk Racing TE37SL wheels; Dunlop Z1 Star Spec 255/40R17
Exterior Trial Try-Force carbon front bumper, wide carbon front fenders, carbon hood, carbon headlight covers, side skirts, carbon hard top, rear carbon fenders, carbon rear bumper and carbon rear lights cover; Trial carbon GT-wing
Interior Trial edition Recaro SP-GT2 Red Falcon bucket seats; Takata racing harnesses; Trial edition SR IV Wild Car MOMO steering wheel; A'PEXi boost/oil pressure/oil temp/exhaust temp gauges
WWW apexi-usa.com; mackinindustries.com (Volk Racing); trial.co.jp 
.

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Old 04-11-2012, 07:58 AM   #13
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In the Fast Lane with Danny McKeever
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Many weeks have passed since my last post and a few more since my last race. These in-between periods can be pretty aggravating just waiting to get back in the car again. But these periods also present opportunities to work on gaining that unfair advantage. That means working on the car but it also means working on the driver. This week I'll cover some of the activities that I've been doing to keep in practice, develop my skills and just get my driving fix as I wait for the next event at Buttonwillow on April 21st.

Most recently, I was out at Willow Springs International Raceway with Danny McKeever's Fast Lane Racing School. My intention was to see how they run the school and to explore the possibility of working for Danny McKeever at future events. I got a lot more than I expected. It seemed to me that was a common thread among all the students as well.

.

Personally, I enjoyed the classroom sessions where Danny reinforced the critical driving concepts and explained them in novel and interesting ways. There were a few occasions where I said to myself, “I hadn't thought of it that way.” He keeps it interesting with anecdotes of his many years coaching professional athletes, celebrities and other luminaries. It's also great fun watching the students progress. There were a couple of law enforcement cadets who are sure to pass their driving exam after getting comfortable at speed on the track. Another driver was very timid in the first sessions but by the end of the day she was chomping at the bit to make a pass on a fellow student while her husband and two children cheered her on.

.

Never one to miss an opportunity, I took a couple laps in the Toyota Celica racecar. I highly recommend taking the class in one of these cars. Just like the school itself, the car offered a lot more than I expected. It's very responsive and stable, which would seem an oxymoron if the car wasn't so confidence inspiring. However, there's no ABS so it's quite possible to get in trouble if heavy braking and steering are invoked at the same time. But overall, the best way to describe the car is fun! I've uploaded a video of my couple of hot laps. You can see how busy it gets if the car is not settled into the first braking zone while trying to bring the speed down, keep the back in check and drop down a gear or two.



The great thing about racing schools is that there is a lot of useful information packaged in a very fun experience. Danny McKeever has been doing this so long, he has it down to an art and a science. Look for more of my driver training activities throughout the week.
VIA Dimaoala

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Old 05-12-2012, 05:08 PM   #14
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Old 05-21-2012, 01:20 PM   #15
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THE TOYOTA USA MUSEUM
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Although recent in the grand scale of things, Toyota has been very successful with its venture into NASCAR racing and the museum is stocked to represent this. The collection includes this Celica-bodied stock car that campaigned in the Goody’s Dash Series from 2001 to 2003. What’s particularly interesting about this car is that it’s powered by a TRD-built V6 rather than a V8.

This tube-chassis Celica meanwhile was built for competition in SCCA’s GT2 class.

In addition to race cars and production cars, the collection includes a number of special projects and factory-supported show cars from past years. This is the “Ultimate Celica” built for the 2000 Los Angeles Auto Show.

Developed by Rod Millen and TRD, the Celica has a 500 horsepower 3SGTE and a custom built AWD drivetrain.
.

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Old 11-29-2013, 09:05 PM   #16
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Old 01-23-2014, 07:16 PM   #17
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Old 01-30-2014, 07:26 PM   #18
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Old 11-02-2014, 10:22 PM   #19
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10 iconic Toyota model name meanings explained
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What’s in a name? Well, in the case of Toyota models, quite a lot. We explore the etymology of 10 names that have graced some of the most iconic Toyota cars, past and present.

Supra


Supra is a Latin word meaning ‘above’. The name is apt for a car that was able to punch well above its weight in magazine road tests – it famously defeated a Porsche 911 Turbo and an Aston Martin DB7.

Celica

A heavenly smooth drivetrain and linear power delivery were always staples of the Celica. Fitting then, that the name is Spanish for ‘celestial’.
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Old 12-07-2014, 11:55 AM   #20
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Cory came to one of our shoots but be didn't have time to do a full review of his Celica. I didn't want him to go home with nothing. We took a drive down the highway and back in his Celica GT Tsunami Edition.
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Old 02-16-2015, 09:10 AM   #21
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This is the 7th generation, so it runs on the T230 platform with the Front-engine, Front-wheel-drive layout, using an engine similar to the one that powered the MR2 Spyder, which adds a certain poetry, since this ended up dying the same year as the MR2: In July 2004, poor sales forced Toyota to announce that the Celica and the MR2 would be discontinued in North America at the end of the 2005 model year. Of course, I'm not entirely sure its death is necessarily the fault of the car itself, so much as the economy surrounding it.
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Old 02-25-2015, 04:08 PM   #22
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Toyota Knew How To Turn The Last Celica Into Something Exciting
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I don't like the last Toyota made in the 20th century very much in stock form, but the Cruising Deck Concept is a very different story.

Displayed at the 1999 Tokyo Auto Show, the Cruising Deck was based on the then brand new Celica but featured a flat deck with open-air rumble seats. The window behind the front passengers could be lowered into the divider between the front and rear cabins, which could then be folded down to form the lower cushion of the rear seat. The headrests for the rear passengers were attached to the massive rear wing. Subaru had nothing on this!

The car paid homage to the original California concept, the 1977 CAL-1 that was designed at Calty, Toyota's California design studio. Based on the prototype Supra, it could even be turned into a pickup.

At the 1999 show, Katsuhiro Nakagawa, former CEO of Toyota said they brought back the cruising deck one more time because "It's cool, sporty and a heck of a lot of fun!".

Look at it. He was right on!

As you can see, the concept was displayed towing a jet ski, something we've first seen from Toyota in 1971 when they designed a two-door station wagon called the RV-1. It was based on the first Celica but had a large inflatable tent in the boot and a jet ski on its own trailer.

This beach-ready bright yellow concept featured the same 1.8 twin-cam engine as the base car with 187 horsepower on tap. A true powerhouse compared to your average Californian dune buggy.

As a bonus, here's an image you can turn into a sticker and put on Camry bumpers in your neighborhood! You know, just to keep them "grounded to the ground."






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Old 04-06-2015, 12:53 PM   #23
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The end of an era. This is the last generation for the MR2. The story of the MR2 is the story of economical fun fighting to stay aline in a world constricted tighter each year by nanny-state safety regulations.
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Old 04-07-2015, 09:58 AM   #24
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Old 05-16-2016, 07:37 PM   #25
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Old 05-27-2016, 11:07 PM   #26
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Old 12-01-2016, 07:43 PM   #27
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227 WHP dyno pull on E85 with Kortik's DD Performance Research built and tuned 1.8L 2ZZ swapped MR2 Spyder. Tuned on Hydra EMS with ID1000 injectors - 12.3:1 compression- Ported head, Piper stage 3 cams, DDPR custom intake and exhaust manifolds and exhaust system. Crower rods, TODA oil pump, OS Giken clutch and flywheel.
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Old 12-19-2016, 07:43 PM   #28
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Old 03-10-2017, 09:26 PM   #29
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Old 06-20-2017, 06:00 PM   #30
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Old 01-19-2018, 08:31 PM   #31
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Old 07-06-2018, 05:24 PM   #32
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Old 07-06-2018, 10:01 PM   #33
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OK. Made it to 4:11. If you're going to find latches with appropriate symbols to be odd and the fact that a latch on the front having a safety release perhaps more odd, yeah, I'm done with you.

MR2s? The 2nd gen stole my heart. Damn sexy beast. Much in life is subjective. MR2s are, as well.
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It's like sex with your cute but chubby cousin that one time when you had both had too much wine at Christmas dinner. You know it's wrong, you're not stopping, and you really regret it the next morning. That is poutine, Canada does this 24x7x365. Canada are a bunch of sick bi-lingual metric cousin f*ckers.
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Old 07-07-2018, 01:06 PM   #34
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OK. Made it to 4:11. If you're going to find latches with appropriate symbols to be odd and the fact that a latch on the front having a safety release perhaps more odd, yeah, I'm done with you.
DeMuro can be annoying, and sometimes his critiques don't make sense or hold any water. I couldn't finish the video, either.
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Old 07-31-2018, 07:21 PM   #35
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The 7th Gen Toyota Celica. Toyota´s biggest underrated/underdog car.
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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 due to lack of sales. 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. The sports coupe market, in general, was rapidly shrinking, due in part to the 1997 Asian financial crisis and the effects of the collapse of the Japanese asset price bubble, also known in Japan as the “bubble economy”. The Subaru XT6, Nissan 240SX, Honda Prelude and Mazda RX-7 were already gone and the Acura RSX was soon to follow.
A good read.
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Old 09-20-2018, 06:04 PM   #36
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Old 06-03-2019, 07:33 PM   #37
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Old 06-03-2019, 07:33 PM   #38
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Old 06-03-2019, 08:21 PM   #39
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Dave!

Sealy, Texas!

Woot!
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It's like sex with your cute but chubby cousin that one time when you had both had too much wine at Christmas dinner. You know it's wrong, you're not stopping, and you really regret it the next morning. That is poutine, Canada does this 24x7x365. Canada are a bunch of sick bi-lingual metric cousin f*ckers.
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Old 07-02-2019, 07:06 PM   #40
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Dave!

Sealy, Texas!

Woot!


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Old 08-20-2019, 12:15 PM   #41
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Old 09-14-2019, 06:41 PM   #42
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