Yes! For a 2000 Toyota Celica GT-S, there are turbo kits available. The majority of turbo kits for the Celica cost between $2,500 and $2,900.
Performance and fuel efficiency can both be greatly increased by installing a turbocharger in your engine. Naturally, the 2000 Cilicas typically come equipped with a turbo, but you may easily add another one!
Remember that installing a turbo would probably void any remaining warranties you may still have on your automobile.
Additionally, your auto insurance premiums will probably change if you add an aftermarket turbocharger. The majority of insurance firms consider such alterations to be higher risk factors and will therefore charge you more to cover them.
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In This Article...
How challenging is installing a turbo kit?
Anyone with the time and necessary tools may easily install a turbo. However, it does necessitate a large time commitment and proper planning before starting the procedure.
Choose the Right Turbo Kit for the Car
Finding a turbo that works perfectly with the automobile and its engine is the first step in installing one. Among other ways to accomplish this, employing a turbo kit stands out. The fact that a turbo kit is normally designed to work with a certain engine gives home mechanics peace of mind that the turbo in the kit is compatible with the engine in the automobile. Although installing a turbo without the aid of a kit is possible, it is not advised unless the installer has previous experience and access to a full machine shop.
Set up the Turbo for Installation
It is essential to make sure a turbo is prepared for installation before you install it. This means making sure all gaskets, bearings, and lubrication are ready. Frequently, this entails first disconnecting the turbo from the header. After that, thoroughly clean every interior component before re-attaching the housing to the header and getting ready to install it. Additionally, it is the time to install the wastegate and test its functionality.
Set up the Engine for the Turbo
It’s not a good idea to simply attach the turbo onto the engine, even with a turbo kit. Before mounting the turbo, the engine needs to be prepared in the same way that the turbo sets up. The oil pan will typically need to be replaced with one that has the correct oil fitting to connect the turbocharger if the turbine employs a fluid bearing, as the majority of them do. Oil from the sump is used by fluid bearings to support and cool the turbine. This indicates that they need more than just a connection to the oil pan. However, they can also need extra filters and, in certain situations, an extra oil cooler. If you use an intercooler, this is the time to mount it. Since the turbo usually mounts to the exhaust manifold, the installation should also remove the current exhaust.
Install the Turbo
The turbo assembly should be mounted on the exhaust once the engine and turbo have been prepped, and it should then be connected to the intake manifold or intercooler, if one is present. Connecting the turbo to the air filter housing completes the setup of the device. To ensure the least amount of leaks, it is crucial in every situation to double-check that all hoses and gaskets are correctly connected and fitted.
One of the most economical ways to increase the power of a non-turbo car is to install a turbo. The process of prepping the turbo and the engine and then mating them together is made simple using a turbo kit. The owner only needs to set up the turbo after that. Then fill the tank with premium fuel and take advantage of the turbo’s improved performance.
What Celica is turbocharged?
With a turbocharged 3S-GTE engine and continuous AWD, the Toyota Celica GT-Four is a high performance version of the Celica Liftback that was manufactured from 1986 until 1999. It was developed to compete in the World Rally Championship, whose rules require that a manufacturer make adequate numbers of road-going versions of the vehicle. The term “homologation special vehicles” is used to describe these automobiles.
Three generations of the Celica GT-Four were produced: the ST165, based on the fourth-generation Celica, was built between October 1986 and August 1989; the ST185, with its “super round” shape, was built between September 1989 and September 1993; and the ST205, which was produced between February 1994 and June 1999.
The Toyota Tahara facility in Aichi Prefecture, Japan, produced the Celica GT-Four production vehicles, while Toyota Team Europe in Cologne, Germany, prepared the rally cars.
In the 1988 Tour de Corse, the Celica GT-Four ST165 made its World Rally Championship (WRC) debut. In the 1989 Rally Australia, it won its maiden WRC race. The 1992 Rally Monte Carlo marked the ST185’s WRC debut, while the 1992 Safari Rally was the first of the ST185’s four WRC triumphs that year. Toyota’s most successful rally vehicle is the ST185. It won the WRC Manufacturers’ and Drivers’ Championships in 1993 and 1994 in addition to the WRC Drivers’ Championship in 1992. With one WRC victory, the ST205, which debuted in late 1994, was designated as the official rally vehicle in 1995. The 1996 European Rally Championship was also won by it.
The Toyota Celica GT-Four is significant in WRC history since it was the first time a Japanese automaker joined the WRC with an AWD turbocharged car, took trophies, and won the titles. Prior to that, the WRC was controlled by European automakers. Other Japanese manufacturers have experienced success in the WRC since that time. Subaru (Legacy and Impreza) and Mitsubishi (Lancer Evolution and Galant VR-4) came before Toyota, but not Mazda (Mazda 323GT-R & 323GT-X). Later, Toyota left the WRC in order to focus their racing efforts on Formula One, but 11 years after the Celica was retired, Toyota made a comeback to the WRC with the Toyota Yaris.
In their Group A ST205 Celica GT-Four rally vehicles, Toyota Team Europe (TTE) was also the first to use the anti-lag system (ALS), a technological advance that other teams later adopted.
A 2000 Celica GTS is turbocharged, right?
You’ve received criticism from your girlfriend, verbal abuse from your boss, pushback from customers, and a daily iced, blended mocha spill on your favorite pair of jeans. That’s all before lunch! But you succeeded. You arrive at the entrance at five o’clock in the afternoon to the promise of refuge and a setting sun. You can still easily save the day on your way home if you’re Jesse Hsiao. You see, Hsiao’s vehicle is the first 2000 Toyota Celica GT-S with a turbocharger. The adrenaline rush from this pressured decompression chamber removes the aftertaste of a long day.
We took the keys from Hsiao for a few days and decided to test our taste buds on the Celica. The taste of the ALT Celica is comparable to that of a Sour Bomb lolipop, which zaps your taste buds so intensely that you involuntarily pucker your lips and squint. The turbo eagerly spins up and appears to provide thrust pretty early in the rev range; the more it provides, the higher the rpm. There is barely any torque steer as the Celica accelerates aggressively.
Right foot stomps cause a spike in speed when moving quickly. The Celica wasn’t as brutal when the boost came on as some other turbocharged street vehicles we’ve tried, like the Project Serious Sentra. But it’s important to keep in mind that this car was mounted on 19s, which are significantly taller than factory tires and more difficult to unbolt. When the power came on, the Celica’s power distribution was more linear and the car was much easier to control. While accelerating rather quickly, we avoided high-rpm launches. What kind of number the Toyota would turn at the strip intrigues us much.
Pressure Flexingspooling up the turbo and slamming on the brakes to sound the blow-off valvein the presence of, say, an early 1990s Camarois one of the nice things about a turbo that spins up quickly. Fun, but the Camaro came up short. The suspension was tactile but not overly harsh, and the transmission was a gem. The car did everything perfectly. A powerful pairing was created by the ACT clutch and B&M short throw shifter. The shifter allowed easy access to all six forward speeds, and the clutch delivered the right amount of clamping force without requiring excessive pedal pressure.
The car’s factory brakes were its lone flaw. The taller tires may easily lead to premature pad wear, but they stopped just fine. If the red rocket was ours, we would strive for additional braking force. Nitpicking, I know. The automobile and turbo package received enthusiastic praise.
The technicians of XS Engineering were the protagonists of this story. The R&D effort for this purely bolt-on boost concept was undertaken by the XS team. The 2ZZ engine in the Celica was kept internally stock and the head was unaltered. The position of the turbo required the creation of a tubular manifold, which was a difficult task given the close proximity of the engine and firewall. The big power adder, an IHI AX-1 ball-bearing turbo, is housed in the manifold. The air is forced via a unique air-to-air intercooler by XS Engineering before it enters the engine through the turbo. Large 24×11-inch XS Engineering GTR core and high-luster end tanks are both highlights of the chiller.
XS had a difficult time fulfilling the requirements for fueling. Because the Toyota has a single-line fuel system, enrichment is more noticeable and does not fit with the kit’s bolt-on aesthetic. The kit’s pump and regulator design satisfied the requirements, but XS desired a friendlier design. The most likely solution to this issue is the installation of an additional injector setup. The 2ZZ still has its OEM injectors and fuel lines, and the ECU has not been altered as of yet. An SX standard fuel regulator combined with a Vortech boost-sensitive device raises the pressure as the engine develops boost, while an MSD fuel pump increases fuel volume. Given the engine’s high 11.5:1 compression ratio and the kit’s 7.5 psi peak boost, this setup is more than adequate. A B&M New Volt ignition amplifier has been added to the OE ignition to improve the spark side.
The XS Engineering turbo upgrade rewards the enthusiast by producing an extra 94.1 horsepower at the wheels on the dyno, proving that numbers don’t lie. After strapping on the boost, the car produced 251.2 horsepower, spinning the rollers from a baseline of 157.1 horsepower. The ALT Celica produces an estimated 288 horsepower if you factor in a 15% driveline reduction and are worried about the flywheel numbers. Turbos are excellent for low-end torque, as the Celica eloquently demonstrated. An extra 30 lbs-ft were produced at 2800 rpm, followed by 40 lbs-ft at 3000 rpm, 51 lbs-ft at 3200 rpm, and 55 lbs-ft at 3500 rpm. Given the 2ZZ’s 7600 rpm redline and 7250 rpm peak power point, this was extremely impressive. When we drove the car, it was configured in a way that was 50-state legal and produced 233 horsepower at the wheels. The numbers were ran without a cat.
Jesse tried to make his appearance as effective as possible with the fewest number of parts. The most striking effect on the retina was a Wings West aero package. The aggressive Wings West wing joined the W-Typ kit. Our favorite part of the front fascia was how it framed the intercooler and gave the car’s leading edge a more muscular appearance.
Since the Toyota is a project car for ALT Wheels, the business moved quickly to install a set of ALT X-Phile wheels. The X-Philes appeared to be 20-inch wheels because of their smooth, sculpted, six-spoke design. Toyo Proxes FZ4 in the size 235/35ZR-19 are mounted on the 19×8 X-Philes. A set of Eibach lowering coils added more tuck, and by lowering the slim coupe’s center of gravity, they also improved steering response. To further improve driver sensation, Energy Suspension urethane bushings were called upon to solidify the suspension parts. Energy Suspension is an expert in the Celica; for the 2000 Long Beach Grand Prix, it provided suspension parts for the Toyota Celebrity Race Celicas.
It only made natural that the car has a cozy and practical cabin if the goal is to unwind. With the help of red Sparco buckets and Carcraft stitching, Hsiao covered all the bases. Red seat material was utilized on the shifter boot, door panels, rear seats, an unique headliner, and visors to flawlessly connect the interior together.
The Kustom Workz of Whittier, California, radical Fiberglas center console was also seen on the Celica. The console, which Body Pros painted, houses a Panasonic DF600U head unit as well as two A’PEXi gauges that track boost and exhaust gas temperatures. The ventilation controls are unaffected by the console’s design, which keeps the OE clock configuration. But music has to be the secret to the commute. Jesse has the ability to turn up the volume till his brain starts to leak out of his ears. MA Audio parts make up the majority of the system that alters consciousness. Sound signals from the aforementioned Panasonic head unit are boosted by MA Audio amplifiers before being pulsed to a number of MA Audio speakers. Two sets of 5.25-inch MA Audio component speakers and three powerful 12-inch MA Audio subwoofers are installed in the Celica. The subwoofers and amps that Kustom Workz created should excite even the most devoted audiophiles. One quick double-take was caused by the 1,000-watt woofers with their robust polished steel cages when the back hatch was opened. The setup has been compared by some to Mr. Fusion from “Back to the Future” fame. The system can bump big-time, and the install was incredibly sane.
With us, the ALT Wheels Celica left a lasting impression. The turbo kit’s realness is its best feature. The equipment can now be installed by XS for $5,999. To make the kit installation easier, current plans call for modifying the fuel system (perhaps with secondary injectors). The Celica begs for boost more than most of the new generation of imports, and this is the first 2000 Celica kit we have seen. Because the Toyota’s chiseled design and powerful engine are actually built for speed, we hope to start seeing several Quick Class Celicas at the strip as word about this package spreads.
The engine had nice clothing. Sadly, the 1.8-liter was built with the exhaust manifold exiting to the rear. Consequently, there was no stylish turbo placed in front of the engine. The force-fed 2ZZ produces 251 horsepower when in full-tilt trim.
Quick Brake
Following our test drive, Hsiao acted on our recommendation to contact Advanced Engine Management regarding the factory brake system (AEM). The company just so happened to have its Celica GTS setup in the latter phases of prototype development. The Celica kit is a Stage 1 package that keeps the factory caliper while adding large rotors. There are many hi-po calipers available in other AEM kits. The 12.8-inch cross-drilled and slotted front rotors, billet aluminum adaptor hats, billet aluminum caliper relocation brackets, and all essential hardware make up the Stage 1 front Big Rotor setup. Similar updates were made to the rear braking system, which now features 12.5-inch rotors.
A crucial (and occasionally underrated) factor in the handling equation is braking performance. When your courage exceeds the capacity of the automobile, good brakes can help you get out of difficulty and enable a deeper, faster entrance into a turn. Behind the ALT aluminum, the powerful AEM rotors with drilled and slotted holes also appear taut.