Dead but redeemed - that mostly sums up the Celica's state. After spending 14 years as an increasingly dull sportster that retained a bit too much of its Camry heritage, the Celica rose up from the ashes for Y2K packing a punch into Acura's jaw. Toyota put the whole platform on a diet, raised the minimum wage to 140 horsepower on the GT, and upped it to 180 on the GT-S, reaching the technologically-prestigious 100-horsepower-per-liter mark. Those specs have not changed, nor has its arrangement of a front strut, rear control arm (or "double wishbone") suspension with stabilizer bars.
On paper, the Celica GT sounds suspiciously like an impractical, pricey Corolla. Superior rear suspension aside, similarities can be found in the engine, wheels, and ho-hum drum brakes. A 2005 Celica can be had for $18,185, but most people will pick the $800 automatic and the GT's $820 "Upgrade Package" (power windows/locks and cruise control), raising the tab to $19,805. Adding antilock brakes, side air bags, keyless entry, CD changer, alloy wheels, or the laughable $1,965 "Action Package" (body kit, spoiler, fog lights), just to name some options, can push it dangerously close to Subaru Impreza WRX territory without nearly approaching its performance.
The $22,850 GT-S is the model that gives the Celica line its distinction. The employment of a higher compression ratio and more sophisticated variable valve timing - Toyota calls it VVTL-i instead of VVT-i for adding variable valve lift - gives that 1.8-liter engine its 40-horsepower boost and raises the redline to 7,800 RPM in the process. Disc brakes go on the back and 16-inch wheels become an option; suspensions are identical. There is a difference in manual transmissions - the Celica GT-S gets a sixth gear - though the four-speed auto is common to both. As for other differences, the GT-S adds a leather steering wheel, drilled aluminum pedals, power windows/locks, cruise control, alloy wheels with performance tires, 6-disc CD changer. Its options list is long, with sunroof, leather, antilock brakes, spoiler, JBL sound system, 16-inch wheels, keyless entry, and side air bags yet to be added as individual options. Add them all and break through the $26,000 mark.
Basically, the Celica GT-S is an overpriced 1994 Acura Integra GS-R for the new decade. A 2,500-pound curb weight coupled with a small, screaming engine spells the formula for a very unique form of entertainment. With such modest torque, there's no ready supply of immediate speed, but with horsepower peaking at 7,600 RPM, there's always something to look forward to, such as the 6,000 RPM cam changeover point. The other upside is that the Celica acts like an economy car when it's not being raced. How does 28 MPG overall (unfortunately, on premium fuel) sound? Compromises aside, it's not every day you see a 0-60 time of 6.6 seconds and gas mileage of 28 combined in one car. The GT-S is also known to handle and brake quite well. The numb steering found on almost every other Toyota is thankfully absent here.
The downside is that the Celica only really makes sense as a manually-shifted GT-S, and therefore makes sense to few real customers. Choosing an automatic, as most people do, is a waste of the GT-S engine since the car will constantly be bumping its driver out of the engine's fun zone, though at least there are steering-wheel buttons for manual control. With limited back seat room and only four belts, it's not much of a passenger car either, though at least the hatchback opening can swallow large objects.
Seven generations of Celicas spread across 35 years come to their conclusion shortly. If you like Toyota's interpretation of Honda's game, this is your last chance.
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