Occidental Slope Toyota reflects on the past of the Celica by going back in time. The Celica was a hardtop coupe when it was initially manufactured in 1970. However, Toyota introduced coupe and liftback variations of the vehicle in the second generation.
The first Celica convertible debuted in 1984, and the seventh generation Celica, which debuted in 1999 and was once again a coupe, would be the model’s last iteration.
Toyota declared in 2004 that it will stop producing the Celica because to poor sales, and it did so in 2006. The Celica Supra continues the history of the original Celica and eventually evolved into a separate Toyota model that is being manufactured today.
In This Article...
Will the Toyota Celica be back?
Toyota is bringing back the former Celica name. It was a sporty two-door coupe that wasn’t advertised as a high-performance car but rather as a fashionable two-door.
Toyota discontinued the Celica for what reason?
Toyota has produced a lot of intriguing cars over the years. Toyota has always focused on efficiency, usability, and affordability, from the Prius to the RAV4. Looking back at earlier Toyota models to see how far the company has advanced in terms of design and quality is also enjoyable.
The Toyota Celica is one of the more well-known Toyota models that is no longer in production. We wonder what happened to the Toyota Celica because it seemed like everyone knew someone who owned one. Despite the fact that manufacture was only stopped in 2006, there aren’t as many of them on the roads nowadays. Sure, there are a few here and there, but it begs the question as to why many more didn’t utilize this sporty yet efficient vehicle.
A quick overview of the Toyota Celica’s history is necessary to comprehend what transpired with the vehicle. The car was produced from 1970 to 2006, but the drivetrain’s move from rear- to front-wheel drive in 1985 was the biggest shift.
The original Celica came in three trim levels: LT, ST, and GT, and was a hardtop coupe. The GTV trim level was also available; it was released in 1972, handled a little better, but had a less opulent interior. A 1.6L or a 2L engine was standard on the Celica.
When the second-generation Celica was introduced in 1978, it was offered as a coupe and a liftback with a “B pillar. 2.2L engine provided power to the base model Celica of the second generation.
When the third generation of Celicas was introduced in 1981, buyers once again had a choice between a coupe and a liftback. In 1984, a convertible version was also released. This generation of Celicas comes standard with a 2.4L engine. In 1982, all Celicas sold in North America were required to have fuel injection.
Toyota Celicas of the seventh and last generation, which were coupes, were sold from 1999 to 2006. Power locks and windows were installed in the center console, and the car was lighter and more cheap than prior model years. In its base model, it had a 1.8L engine that generated 140 horsepower. Due to poor sales, Toyota declared that it would stop manufacturing the Celica in the United States in 2004.
The Celica eventually evolved into the Celica Supra, then into just the Supra, but that is an another tale for another day. Live long and prosper, Toyota Celica!
What vehicle took over for the Toyota Celica?
After almost two decades, the classic Toyota Celica might make a comeback to join the Supra and the 86 in the company’s lineup of sports cars. Toyota has registered the Celica name as a trademark in the United States, indicating that the inexpensive coupe, which was discontinued in 2006, is about to make a comeback.
Toyota registered the name Celica with the U.S. Patent and Trademark Office on January 15, 2021, according to CarAdvice. “Automobiles and structural elements thereof” are covered by the trademark. Even though this isn’t a formal declaration of a new model, it’s a hint that Toyota might be considering bringing back the Celica moniker as a stand-alone vehicle. On the other hand, Toyota is currently releasing performance vehicles under the “GR” badge through the Gazoo Racing business. Toyota may have registered the moniker to make sure it keeps the right to the nameplate because the Celica does not have a trademark.
But if it does, it will add to Toyota’s current array of high-performance automobiles, which already includes the GR Yaris hot-hatchback, the GR Supra and GR 86 sports sedans. Other Toyota sports cars from the past, including the Celica, are anticipated to make a comeback in the coming years. In other accounts, the company’s plans to bring back the mid-engined MR2 are also mentioned. In the meantime, we are certain that the Japanese company is developing a hybrid supercar with Le Mans as its inspiration.
Is a 2022 Celica available?
It would be foolish for the division to rest on its laurels now that Toyota’s Gazoo Racing (GR) performance branch is firmly established.
Then there is the Celica, a reasonably priced coupe that went through seven incarnations from 1970 to 2006 and soon gained a reputation for offering a lot of enthusiast appeal at a reasonable price.
Similar to the final-generation Celica, Theophilus Chin’s reimagined 2022 Celica is built on a borrowed Corolla platform, which isn’t the most interesting foundation but offers plenty of room for customization as a member of Toyota’s modular TNGA chassis family.
This adaptability makes a variety of powerplant alternatives possible. Again, going back in time, there is space for engines from both the Corolla and the Camry, resulting in base engine tuning of at least 125kW and 152kW from the 2.0-liter and 2.5-litre engines of the source cars, respectively.
The 2.5-liter engine would make a fantastic base model for Australia, with the 2.5-liter hybrid Camry serving as the “flagship” model, tuned to produce at least 170kW with, hopefully, development room to pair it with a manual and conventional automatic, as opposed to the Camry’s less-exciting 160kW with a CVT.
Our eighth-generation Celica carries on from where the angular seventh-gen car left off rather than ripping up the rulebook and starting from scratch. Similar low profile, with an improvement over the previous triangular headlight.
Although the body is still a liftback design, it is now more horizontal in nature like those found on Toyota’s popular models.
The front bumper intake makes a connection to the present Corolla, but the thin slit grille calls to mind the previous Celica.
Even while the vehicle is still, the inflated wheel arches, wider front and rear tracks, vented front guards, rising bodyside feature lines, and sill panels give the appearance of motion.
With LED lighting and bumper garnishes in the shape of vents, the rear of the car is highlighted by a tail-light panel that wraps around the corners like a strut brace, emphasizing the forward-motion design.
We’d want to see the maximum output 220kW engine from the GR Corolla combined with the 390Nm output from the GRMN Yaris because the outputs for the GR Celica can only be range-topping. Similarly, ‘circuit’ suspension, forged alloy wheels, and Torsen limited slip differentials front and back are non-negotiable.
The GR-exclusive stepped central air intake, the larger vents behind the front wheels, the GR Corolla’s trio of functional exhaust tips, the ST205 GT-Four-inspired bonnet scoop, and, of course, GR’s distinctive Frosted White paint were all exterior features we simply had to have.
Sadly, there are currently no signs that Toyota will produce a new Celica; instead, the firm seems pleased with the GR86 and GR Supra. We can fantasize.
Does the Celica Supra exist?
The A60 Celica XX, which debuted in Japan in July 1981, marked the next development in the Toyota Supra’s history. This new model, which was built on the slick, third-generation Celica platform and emphasized athletic prowess, was marketed as the Celica Supra in all export countries.
In August 1982, the new Celica Supra was introduced to the European market for the first time. In the UK, where there was a limited supply of just 100 vehicles per month, the Celica Supra enjoyed an added air of exclusivity.
The Supra’s renowned long wheelbase and stretched front-end allowed Toyota to once again equip its top-of-the-line sports car with a straight-six powerplant, particularly its new 2.8-litre 5M-GE flagship twin-cam engine, even though it was identical to the regular Celica coup from the B-pillar backwards. Retractable headlamps, a more pronounced flare to the wheel arches, and, most crucially for enthusiasts, independent rear suspension were other distinguishing features of the second-generation Celica Supra.
The Celica was supplanted by the Supra.
My first job was working at McDonald’s as a fry cook, cashier, and peon. I acquired my first automobile from my mother in 1985 and drove the 1978 Ford Fairmont wagon to work. When I purchased the Ford, it was past its prime, which made me yearn even more for the white, second-generation Toyota Celica Supra. But since I grew up in a family of muscle cars, my father would have probably disowned me if I had purchased a Japanese sports car. In addition, I lacked the $1,500. My dad found a cheaper alternative to the Supra: a $500 1974 Buick LeSabre Luxus with so much rust under the vinyl top that I had to remove it all or risk having pieces flap in the wind.
I had the pleasure of driving a 350-cubic-inch V-8 in one of the largest two-door land barges ever created instead of a lightweight package and an inline-6. Before I realized how much fun a car can be, I made a lot of bad personal car decisions.
I also missed the second-generation A40 and A70 Supras in addition to that second-generation A60 Supra. I had already decided on a 1996 Mazda MX-6 as my first Japanese “sports vehicle” by the time the A80 Supra appeared in the 1990s. Beautiful vehicle, but no Supra.
Instead of making its debut as a standalone vehicle, the Supra was first offered as a 1979 Toyota Celica hatchback with a substantially higher $9,578 starting price. Customers received a larger version of the Celica with a well-appointed cabin that bordered on luxury for that amount of money. The Supra of the A40/A50 generation was 8.1 inches longer and had a 5.1-inch longer wheelbase than the Celica, despite their identical design. It was dubbed a “Celica with a nose job” by Car and Driver. The 110-horsepower, single-overhead-cam, 2.6-liter inline-6, which was the first Toyota engine with electronic fuel injection, was the attraction for fans. Four-wheel independent suspension and four-wheel disc brakes were other innovative features. A 5-speed manual or a 4-speed automatic transmission were available to buyers.
For the 1981 model year, the Supra was renamed the A50 and was given a 2.8-liter inline-6 engine with 116 horsepower and 145 lb-ft of torque (up 9 lb-ft from the previous year). According to Road & Track, the automobile still had a poor 0-60 mph time of 10.2 seconds, but this was a time when performance was scarce. Instead of trying to turn life into one big gymkhana, you’re better off cruising in the Supra, according to Car and Driver, who also pointed out the doughy suspension. Toyota improved handling in 1981 by offering a Sport Suspension package, but the first-generation Celica Supra was never mistaken for a Porsche.
The Supra was still a hatchback and a member of the Celica lineup in 1982, but it was now offered in L-Series ($13,598 starting price) and Performance ($14,598) trim levels. The Performance package included bigger wheels and tires, a livelier interior, and primarily cosmetic fender flares. The A60 Celica Supra featured an overall wedge design thanks to its sloping hood, hidden pop-up headlights, and the angular roof and window line typical of the time. My 17-year-old son was drawn to it because it read as sporty and appealing.
The transmission choices stayed the same, while the engine received another improvement. The automobile was now powered by a 2.8-liter inline-6 with two overhead cams. According to Car and Driver, output climbed to 145 hp and 155 lb-ft of torque, which reduced the 0-60 mph speed to 8.8 seconds. Additionally, the suspension was improved from a semi-trailing arm independent rear suspension to a rear live axle with four trailing links and a Panhard rod. Up front, MacPherson struts were kept, and Lotus tweaked everything.
The Supra was recognized as a successful upgrade when it was named to Car and Driver’s 10 Best list in 1983 and 1984 and Motor Trend’s Import Car of the Year in 1982. Car and Driver’s review of the 1982 model stated, “This is a road car that betrays its Toyota origins by withstanding demanding inspection and hard driving. The A60’s production ceased in 1986. According to Toyota, by that time it had 161 horsepower and could reach 60 mph in just over 8.0 seconds. In the United States, more over 115,000 A60 Supras were sold.
When the third-generation automobile was introduced in the middle of 1986, the Supra separated from the Celica. While the Celica switched to front-wheel drive, the Supra kept its rear-wheel drive system. Although the Supra still had a hatchback body style and had softer lines, a targa top was also fitted to give it a convertible appearance. 200 horsepower was added by a new 3.0 liter DOHC inline-6 with four valves per cylinder. The Supra gained even more power in 1987 when a turbocharger was added, increasing horsepower to 230 horsepower and reducing the 0-60 mph speed to around 6.0 seconds.
The A70 was the first Supra to have anti-lock brakes, and it had double-wishbone front and rear suspensions. Sport Packages that included a limited-slip differential and adjustable dampers were included as standard equipment on turbo versions. Despite its close to 3,500-pound curb weight, Car and Driver loved the balanced suspension and pushed it to 0.83 G on the skidpad. When the Turbo was out, the magazine increased its plaudits, writing, “Toyota is obviously in the big leagues today and is exercising its muscles. The Corvette may not feel the threat just yet.
When the A70 Supra was first introduced, it cost $17,990, and Toyota ended up selling approximately 109,000 of them. The following generation is thought to be the peak Supra, while being significantly more expensive and less well-liked.
With the debut of the A80 generation in 1993, the Supra moved upscale. The base price increased from $25,280 to $33,900. The Turbo models included an optional hoop-like rear wing that was highly derided but has held up well over time. The Supra was now available as a coupe or a Sport Roof targa. The Lexus SC coupe’s base was scaled down by 5.5 inches for the A80, which also had an aluminum bonnet, roof, and bumper supports. Additionally, it was 4.2 inches shorter and 124 pounds lighter than the A70 model.
The engine moved to the renowned 2JZ inline-6, which produced 220 horsepower in base form and 320 horsepower when twin turbochargers were attached to it. Both a 5-speed manual and a 4-speed automatic were retained (the Turbo was offered with the automatic or a 6-speed manual). The first of the turbos started to spool up at 2,500 rpm, while the second added its thrust at 4,500 rpm. Because the 2JZ’s block was made of iron rather than aluminum to increase strength, the aftermarket was able to extract much more power from it. According to Car and Driver, the Turbo’s 0-60 mph time was 4.6 seconds, beating out the Corvette, Nissan 300ZX Turbo, and Acura NSX. It took 13.1 seconds to complete the quarter-mile.
The fourth-generation Supra’s chassis was described as “flex-free as a granite tombstone” by Car and Driver. It also included brakes that were larger than those on the Corvette ZR-1 and coil-over shocks at all four corners without adjustable dampers. To 0.95 G, the skidpad grip increased. The handling behavior is delightfully sensitive to throttle changes even at a fairly brisk speed, according to one editor of a Vehicle and Driver five-car sports car battle in which it defeated the finest of the day. Excellent amount of confidence. Although it appears large, man, is it planted.
It would have been far wiser to purchase the attractive but only somewhat sporty MX-6 instead of the A80 Supra, a true sports vehicle from a manufacturer recognized for reliable everyday drivers. The A80 has grown in value as a collector car and is still regarded for its performance. However, consumers back then didn’t really appreciate it. Before it was removed off the American market in 1998, only about 11,200 units were sold.
Toyota first teased the return of the Supra with the 2014 Detroit Auto Show debut of the FT-1 concept car, and then collaborated with BMW to bring it to life in 2019 as a 2020 model. The design of the FT-1 was scaled down to fit the shorter car, resulting in an openly aggressive coupe covered with curves and ducts that don’t work as well as they do on the sleeker form of the FT-1. The Z4 convertible was produced by BMW.
Toyota adjusted the new A90 Supra, which was mostly engineered by BMW. Development was overseen by company president Akio Toyoda, a car enthusiast who wished to match the A80’s performance.
Although the BMW 3.0 liter inline-6 is not a 2JZ, it has greater power than its well-received predecessor. The engine produced 335 horsepower and 365 lb-ft of torque for the 2020 model year. These figures increase to 382 horsepower and 368 lb-ft for the A91 Supra of 2021, with a 0-60 mph time decrease from 4.1 to 3.9 seconds. A 2.0-liter turbo-4 with 255 horsepower horses and 295 lb-ft of torque is also brand-new for 2021. The four-cylinder propels the Supra from 0 to 60 miles per hour in a speedy 5.0 seconds. The 8-speed automatic transmission that both engines are connected to shifts crisply and quickly, although devotees still yearn for the return of a manual. The curb weight is reduced by 200 pounds thanks to the turbo-4, reducing it to 3,150 pounds.
The engineering of the modern Supra makes driving it a blast. In our initial drive assessment, we characterized it as quick and frantic and mentioned that the rear end is eager to play. Then, as we tested the 2020 Best Car To Buy, we noted some unsettling side-to-side vibrations at the rear. These motions may be fixed for 2021 with updated tuning or the electronically controlled limited-slip differential.
The narrative of the Supra is not over. There will be more. The manual, a convertible body type, and a very effective model bearing either the Gazoo or TRD labels are all potential options. Choose one right away over that uninteresting vehicle you were planning to purchase. You’ll be happy that you did.