Celica 2010?

The 2010 2011 Toyota Celica, with its racy, razor-edge lines, looks very embodiment with a high-technology performance. The 2010 2011 Celica's closest competitors include the Acura RSX, the Honda Civic Si, and the Volkswagen New Beetle. Upon introduction, the GT is equipped with a standard 1.8-liter, I4, 140-horsepower engine that achieves 27-mpg in the city and 33-mpg on the highway. A 5-speed manual transmission with overdrive is standard, and a 4-speed automatic transmission with overdrive is optional.

The GTS Action Package is equipped with a standard 1.8-liter, I4, 180-horsepower engine that achieves 23-mpg in the city and 32-mpg on the highway. A 6-speed manual transmission with overdrive is standard, and a 4-speed automatic transmission is optional. The 2010 2011 Toyota Celica is a carryover from 2003.

Car Reviews: 2004 Toyota Celica

Although luxury sedans and SUVs all have their time and place, sometimes a person just wants to drive a car which is fun and entertaining. When that time comes, it seems that a large, top heavy nine passenger car or a sluggish family sedan simply won't do the job. In days past, when it came to driving fun, many turned to two door sports coupes such as the Acura Integra, Volkswagen Corrado, Toyota MR2, and the such. However, it seems that the market for such vehicles has greatly declined.

While many of the aforementioned sports coupes have faded from the market as a whole, a select few still remain, and those that do are manufactured to a new quality standard and must be prepared for the brutal competition and comparison that goes on with the few remaining vehicles on the market. Although the 2003 Toyota Celica may be one of the few left standing, that does not mean that it is the single best choice for buyers.

Perhaps one of the strongest things that the Celica has going for it is the exterior appearance. The car really looks like nothing else on the market. The body lines are simply superb, and the small, low-profile hood scoops and aggressive front end make a stand out impression without making the vehicle look like a joke. Although the square tail lights may sound strange in conception, they work great with the overall design concept of the vehicle.

Although the Celica does sit a bit too high to look truly intimidating, the outward of the appearance is far better than previous generations, and potential buyers can rest assured that the car will make an impression wherever it is parked. The Celica manages to stride the line of looking sporty without looking ridiculous and childish at the same time.

Celica Review (Part 2)

6: Running costs (Rating: 8/10)
With the newest Celicas now several years old, even good low-mileage cars aren’t worth what they were, so depreciation is less of an issue than ever. As a result, thanks to the Celica’s excellent reliability record, it’s possible to run a Celica for a surprisingly small amount.

It’s not all plain sailing though, because if you’re an enthusiast driver the fuel consumption can be painful at just 20mpg for a hard-driven Celica 190. Insurance shouldn’t be too costly though, as 140bhp Celicas are in insurance group 13 and the 190bhp jumps just a couple of groups.

7: Reliability (Rating: 8/10)
In typical Toyota fashion there’s little to worry about when it comes to reliability, as even hard-driven cars seem to give few problems. However, there are one or two things that it’s worth keeping an eye out for. Perhaps the most important is whether or not the car is a grey import. If it is, not only might the car not have the correct UK specification, but it may also not be properly rustproofed, so watch out for corrosion in the floorpans and inner wheelarches.

Heavy oil consumption is normal; a litre every 600 miles is usual once 40,000 miles have been clocked up, so check the engine hasn’t been run without any oil. You should also ask if there have been any ECU upgrades to increase the power. If so, the car may have been thrashed mercilessly so check for play in the transmission as well as worn tyre shoulders to indicate hard driving.

8: Safety (Rating: 10/10)
Toyota didn’t put the Celica through any EuroNCAP crash tests, so it has no rating. However, the car’s standard equipment list should offer some reassurance as it includes disc brakes all round with anti-lock technology and electronic brake force distribution as standard. Even better, posher Celicas are fitted with stability control, brake assist and traction control – but entry-level models don’t come with these features, unfortunately.

There are also twin front airbags along with side airbags too, plus seatbelt pre-tensioners, three-point belts for those in the rear as well as the front, plus side impact bars in the doors. So in short, the Celica comes with all the safety kit you could want, to help you avoid a crash or look after you in the event of one.

9: Equipment (Rating: 10/10)
In typical Japanese fashion, this is one of the Celica’s high spots, as it comes with a raft of standard equipment for which you’d pay extra if buying from many of Toyota’s rivals. For example, leather trim, an electric sunroof, CD player and climate control are all standard, with the only major options being metallic paint and 17-inch wheels; the standard items measure 16 inches across.

10: X-Factor (Rating: 10/10)
With good looks, decent dynamics, superb reliability and masses of standard equipment, the Celica makes a great sporting buy. The cabin lets it down, but in return there’s reasonable practicality while purchase costs are admirably low.

Celica Review (Part 1)

Even though Toyota isn’t renowned for producing fabulous driving machines, the sporty Celica was a mainstay of the company’s range from 1970 all the way through to the end of 2005. Along the way there were no fewer than seven distinct generations of the model, so when Toyota finally ditched the Celica, it was something of a tragedy that such an icon had bitten the dust. However, even though the Celica is now history, it still makes a great buy; here’s why.

1: Looks (Rating : 8/10)
There’s no ambiguity with the Toyota’s lines; you can tell immediately that this is a car with sporting pretensions thanks to the swoopy silhouette, low-slung nose and 2+2 configuration. There’s also just the right amount of detailing; enough to lift it from the humdrum but not too much that it looks overblown. As a result, it’s distinctive without being pretentious.

2: Looks inside (Rating : 6/10)
The Celica’s cabin is something of a mixed bag, as the layout works well, there’s plenty of standard equipment and most bits are durable enough. However, it all looks a bit low-rent, with some of the plastics appearing to be disappointingly fragile – even if they’re not. It’s all typically Japanese in fact; function has definitely been the designer’s focus, rather than form.

If the looks are a mixture, the driving position definitely isn’t. The seats are supportive in all the right places and offer plenty of grip in spirited cornering. The pedal layout is also ideal; the only fly in the ointment ergonomically speaking is a steering wheel that’s adjustable for height only.

3: Practicality (Rating: 8/10)
For a sporting car, the Celica scores impressively in the practicality stakes thanks to the incorporation of a hatchback rather than a boot. The fitment of fold-down rear seats ensures that even if you need to transport that coffee table in a hurry, the Celica should be able to accommodate it – as long as it’s not too big.

If there’s a characteristic that marks the car out as a little impractical, it’s the short gearing of the 190bhp car. As a result, at sustained high speeds the Celica becomes tiring to drive as the engine is working so hard, and the noise permeates the cabin so there’s no getting away from it.

4:Ride and Handling (Rating: 9/10)
You could be forgiven for thinking that the 190bhp Celica would benefit from sportier suspension settings than its lesser siblings, but because there are no weight differences between the various models, Toyota has stuck with the same settings throughout.

As a result, all Celicas drive much the same, which is no bad thing. Even though the power is fed to the front wheels, this is a true driver’s car thanks to a sharp turn in, and a set-up that provides neutral handling when pressing on through the bends.
Even better, the ride is reasonably compliant on all but the most broken of surfaces, so you get the ideal balance between sharp handling and a comfortable ride.

5: Performance (Rating: 8/10)
The T-Sport is the only model in the Celica range with a 189bhp powerplant in the nose; all other derivatives feature a 140bhp engine. However, the horsepower rating is just the beginning as there’s a raft of other changes that completely change the car’s character in the transition to T-Sport guise.
All cars have a six-speed manual gearbox, but in the T-Sport the ratios are closer together and top gear gives just 20.5mph/1000rpm. However, the regular models have a top gear that offers 23.1mph/1000rpm, making high-speed cruising much more relaxed and economical, although acceleration is rather weaker because the ratios are too far apart.

The result of these changes is a top speed of 140mph for the T-Sport compared with 127mph for the 140bhp cars. Of more interest to the enthusiast driver is the car’s sprinting abilities, with the T-Sport capable of despatching the 0-60mph sprint in just 7.2 seconds, whereas the regular Celica takes 8.7 seconds for the same feat. Crucially though, you have to really wring the engine to get the best out of it; you’ll need 6200rpm on the dial before the engine really comes on cam.

1990 Toyota Supra Review

There are some cars that after a few years seem to slow down in their rate of depreciation. This is not to say that they have become so cheap that there can’t get any cheaper. Instead these cars become very sought after by collectors and enthusiasts, and their prices remain relatively stable for some years. Another possible reason is that they become cult cars and cash-rich individuals will pay silly prices. One such car is the Toyota Celica from three generations ago.

Curvaceously restyled for 1990, Toyota’s sports coupé rode the same front-drive wheelbase as the prior Celica generation with only two engine choices. The base engine was a twin-cam 130bhp, 2.0-litre four-cylinder engine. This Celica came with either a five-speed manual shift or a four-speed automatic.

The All-Trac (permanently engaged four-wheel-drive) edition employed a 200bhp, 2.0-litre turbocharged engine and came only with manual shift. This was the base unit that Carlos Sainz won his first rally in. A true performance machine this was a very rare car in Malaysia and most owners will be hard pressed to sell, even at silly prices. The common model was either the GT or the GT-S.

Handling and roadholding are decent and quite sporty with a GT or GT-S. Those two stick to the road tautly and respond well in changes of direction. Each model offers refined road manners and a solid ‘feel’. The GT’s suspension has the softest damping, therefore, ride quality is somewhat smoother. Other Celica models don’t absorb bumps quite as well, but offer minimal cornering lean and crisper steering response.

The 4WD model not only hugs the road tenaciously, but delivers a mighty blast of power. Refined road manners and an impressively solid bearing are particularly borne out by the very rare and ‘dumpy’ looking convertible, which suffers only minimal body shake of the sort that’s all too common in drop-tops.

Base-engine performance is adequate with a five-speed manual, but automatic drains away its strength. Manual shift is also the best performance bet with the 2.0-litre engine, though acceleration and petrol mileage are impressive with either transmission. Few cars in this category isolate their occupants better from engine and wind noise, but tyre roar and exhaust sounds are intrusive.

Low-set seats mix with a high-waist profile to impair outward visibility. Space is okay up front, but tall drivers (and front passengers) might have to recline the front backrests to get adequate head room. The backseat is limited to kids and small sized adults with its limited legroom and width, while cargo space is marginal in size and suffers from a high liftover.

Like most Toyotas, Celicas are well built. They’re also reliable, and serve as models of ergonomic intelligence for others to learn from. However there can be some minor problems in its ownership. The expansion valve in the air-cond system is prone to failure sometimes and may lead to ineffective air-conditioner operation. Like most two-door cars, the front doors could start sagging after some time due to hinge failure or being leant on too much by owners. The fuel door may also rattle after some years.

Engines are bulletproof. However, there have been cases of engine misfire under light throttle that can be corrected with a new EGR vacuum modulator. On the inside, the front headrests can start rattling but this can easily be rectified at an upholstery shop or you could wrap them with self-adhesive tape.

Selling prices are still quite high at between RM$40k and RM$50k for a non-turbo good example. Turbo 4WD models will fetch almost an additional RM$10k. Sometimes it would make better sense to buy the non-turbo version and plonk in a ‘half-cut’ turbo unit from a junkyard

Chronology to Toyota Celica

The Toyota Celica is a sports car that was manufactured from 1971-2005. The first Celica has a two-door coupe styling and runs solely on a 4 cylinder 1.6-litre engine. Because of the enthusiastic market response, other body styles have been added to the line. The convertible and hatchback designs were among the seven generations that comprised the Celica. But no matter what the difference in terms of body and engine, one thing remains common – affordability. All these generations are based on the four-cylinder platform but the most noticeable change was in 1986.

The Toyota Celica is every car nuts dream, originally designed for motorists who love fun and style, and more than just a simple means of transportation. The Celica was first released in 1971 based on the EX-1 "car of the future" prototype, its design was radical at the time and was influential in the establishment of the sporty subcompact car market division. The original Celica was fitted with a carbureted four-cylinder engine displacing 1.6 liters.

The 2003 Toyota Celica has two models, the GT and "sportier" GT-S. However, inspired by the customizing trend sweeping the industry, an "Action Package" is available with either model that will change the exterior styling extensively.

Every Toyota Celica generation offers remarkable upgrades that include a new line of engines with higher power and toque output. From the first inline-4 engines, Celica engines improved to bigger and more powerful turbo engines with variable valve timing. Because Toyota engineers wanted an engine that could make their car run like cheetah, latest Celica GT and GT-S models are powered by 1.8 L DOHC 16-valve 4-cylinder with VVT-I engine that generates up to 180 horsepower at 7,600 rpm and 130 lb-ft of torque at 6,800 rpm.

The Toyota Celica's last lifetime was easily its best. Sold for the 2000-'05 model years, this hatchback sport coupe, when compared to older Celicas, offered fresh engines, a lighter chassis, a new double-wishbone rear suspension for improved handling and a thousands-lower price. The new Celica debuted to tripled sales figures and much acclaim from speed-crazed car critics.

The Toyota Celica name has been applied to a series of popular sports cars made by the Japanese company Toyota. The name is ultimately derived from the Latin word coelica (IPA ['koilika]) meaning "heavenly" or "celestial". Through all generations, Celicas have been built around Toyota's high-performance inline-4 engines, although some Celicas are powered by more economical, lower performance 4-cylinders. The most significant change occurred in 1986, when the car's drive layout was changed from rear wheel drive to front wheel drive. During the first three generations, American market Celicas were powered by various versions of Toyota's R series engines. A Four wheel drive turbocharged model (designated All-trac in the US or GT-Four in Japan and Europe) was produced from 1986 to 1999