Toyota Celica vardu buvo pavadinta sportinių japoniškų automobilių serija, gyvavusi 35 metus (1970-2005).
1970 m. dienos šviesą išvydusiam Celica modeliui, kurio pavadinimas ispaniškai reiškia „dangiškas“ arba „dieviškas“, buvo lemta tapti žvaigžde. Celica leido patirti didesnį laisvės pojūtį už vairo, išsiskyrė praktišku salonu ir sportiška bei prieinama komplektacija. Nors kuriant Celica pirmenybė buvo teikiama komfortui ir lengvam valdymui, tačiau ne mažiau dėmesio skirta ir automobilio reakcijai atliekant posūkius, kad nebūtų nuvilti tikri entuziastai. Dėl nepriklausomos priekinės ir keturių svirčių galinės pakabos sistemos Celica galėjo lengvai įveikti staigius posūkius ir painius kelio vingius.
2000GT modelis tapo Toyota Celica serijos pradininku. 1970 m. kėbulo dizainas buvo naujoviškas ir suteikė automobiliui išskirtinumo.
Toyota Celica buvo pradėta pardavinėti ne tik Japonijoje, bet ir JAV, todėl skirtingoms rinkoms skirti modeliai šiek tiek skyrėsi. Pagrindiniai skirtumai buvo pastebimi komplektuojamų variklių gamoje.
Pirmoji karta (1970-1977)
Japonijos rinkai buvo išleistos ET, LT, ST ir GT modifikacijos, turėjusios įvairius variklius: nuo ekonomiškų T/2T (1,4 l ir 1,6 l darbinio tūrio) iki galingo Twincam varianto su papildoma sportine važiuokle.
1972 metais JAV skirtas modelis pradėtas tiekti su atnaujintu 18R-C varikliu (2 l, SOHC, 4 cilindrai eilėje, 97 AG). Nors darbinis tūris ir buvo padidintas, bet dėl sumažinto suspaudimo laipsnio galia truputėlį sumažėjo. Atsirado galimybė automobilį pasirinkti su trijų laipsnių automatine pavarų dėže.
Pirmos kartos Celica susilaukė didelio pasisekimo. Toyota pardavimai išaugo.
Praėjus 4 metams nuo pirmosios Celica išleidimo ir Amerikoje išleidžiama GT modifikacija. Didžiausi pakeitimai buvo atlikti kėbulo dizaine ir pakaboje.
1975 m. 18R-C variklis pakeičiamas į atnaujintą R serijos 20R (2,2 l, SOHC, 4 cilindrai eilėje, 90-96 AG).
1976 m. išleidžiamas pirmas modelis su hečbeko tipo kėbulu.
The first-generation Celicas can be further broken down into two distinctive models. The first of these was the original with slant nose (trapezoid-like shape front corner light). This is for coupe model only, TA22, RA20, RA21 & RA22. These models were produced from 1970 to 1975 and came equipped with the 2T, 2T-G 1.6 liter, or 18R 2.0 liter motor. The second series had a flat nose (square front corner light) and slightly longer wheelbase (98 in or 2,500 mm wheelbase). This facelift model appeared in Japan in 1974 but for export was the 1975 model year being TA23, RA23, RA24, RA25, RA28, TA28 & RA29.
The Japanese version had engines under 2.0 liters so as to conform to Japanese regulations concerning engine displacement size, thereby allowing buyers to avoid an additional tax for a larger engine. In some markets, the lower-end LT was equipped with the single carbureted four-cylinder 2T engine displacing 1600 cc, while the ST came with a twin Solex downdraft carburetor 2T-B engine. The first Celica for North America, 1971 ST was powered by 1.9 liter 8R engine delivering 108 hp (81 kW) and 117 lb⋅ft (159 N⋅m) . The 1972-1974 models have 2.0 liter 18R-C engines with 97 hp (72 kW) and 106 lb⋅ft (144 N⋅m). For 1975-77, the engine for the North American Celica is the 2.2 liter 20R with 96 hp (72 kW) and 122 lb⋅ft (165 N⋅m). The Celica GT and LT models were introduced in the US for the 1974 model year. The top-line GT included a 5-speed W-50 manual transmission, rocker panel GT stripes and styled steel wheels with chrome trim rings. The North American Celica was equipped with federally mandated safety equipment such as an energy-absorbing steering column and seat belts. The A40 automatic transmission became an option on North American ST and LT models starting in the 1973 model year. For 1975 the 1974 body was used and sturdier chrome and black rubber bumper bars with horizontally mounted shock absorber mounts (Volvo style) replaced the chrome bumpers used in the earlier cars (in accordance with US Federal bumper laws) mandating impacts without minor damage at 5 mph (8.0 km/h). Unfortunately the early 8R and 18R series engines proved to be less than durable, with early failures common.
In August 1972 the Celica's tail lights were updated from one-piece tail lights (affectionately called one-tail or flat lights) to tail lights with distinctive raised brake & turn signal "bubble" lenses. The rear center panel was also redesigned as the fuel tank was moved from the trunk bottom to behind the rear seats and the fuel filler was moved from a concealed location between the tail lights to the left "C" pillar.
In mid-1974, for the 1975 model year, the North American spec Celica retained the earlier body but received federally mandated 5 mph bumpers front and rear. Body-color urethane panels filled in the spaces previously occupied by the smaller chrome bumpers. This style of bumpers were used in North America until the end of this generation in 1977. Other changes done during the 1974 model year included the introduction of flared wheel arches, another change in the style of the badges and the introduction of a new style of rear quarter vents. 1976 brought the largest update to the model. The wheelbase of the car was increased and the car featured various difference both externally and internally. Externally the most noticeable difference is the flat front end (similar to earlier JDM models), the elimination of the removable hood vents (replaced by vents formed in the hood pressing) and the single cowl vent which replaced the twin vents on earlier models. Internally the cars also feature a different dash, seats and carpets. The fastback-styled hatchback, called the Liftback by Toyota, was introduced for the Japanese market in April 1973 but not until July 1974 for export models. Models for the Japanese domestic market Liftback were the 1600 ST, 1600 GT (TA27), 2000 ST, and 2000 GT (RA25 and RA28). The North American liftback (RA29) was only offered with a 2.2-liter 20R engine for the 1976 and 1977 model year. All the liftback models have flat noses.
From its 1971 introduction in North America until the 1973 model year, the Celica retained its original styling and trim, and was sold only in ST trim. The tri-color taillights with the "bubble" style arrived for 1973, and continued into early 1974. Mid-1974, the trim was slightly revised. The original Celica quarter panel script was changed to a bold block-letter font, the "C" pillar trim was restyled with a more modern look, and GT logos switched to a bold serif font. The GT was the first American Celica to include a 5-speed overdrive transmission as standard, along with an FM/AM radio, leather-wrapped 4-spoke steering wheel, GT rocker panel stripes, styled steel wheels with bright trim rings, and 70-series radial tires. 1974 saw the introduction of the LT to North America. For the 1975 model year, US spec Celicas retained the 1974 body but received federally mandated 5-mph bumpers front and rear. In October 1975, the entire Celica lineup was given a facelift with a revised front bumper and grille. The new model codes for facelift hardtop coupe were RA23 for the general worldwide market with an 18R engine or RA24 for America with a 20R engine. The Liftbacks were coded RA28 and TA28 (global markets) or RA29 for the US. Also available was the TA23, which was similar to the RA23 but with the 2T engine and the TA28 offered with the 2T-B. The Celica RA23, TA23, RA28, and TA28 had a more distinctive bulged hood which was lacking in the TA22 or RA20/21 coupé and in the TA27 and RA25 Liftback but was factory in 1975 on the North American RA22 Celica to accommodate the larger 20R motor. The TA22 Celica also had removable vents mounted in the hood which the RA23 and RA28 lacked, while the TA27 and RA25 models had three raised fluted vents inset into the hood. The RA series also had an elongated nose to accommodate the larger engine. The hood vents, fuel filler cap and interior options were also different between the TA and RA series across the model range. Up until 1976, US Celicas got either wheel covers (ST, LT) or styled steel wheels with trim rings (GT) in the 13-inch size. For 1976-1977, the non-US GT Liftback was also available with the 18R-G twincam engine with a Yamaha head and running gear. This engine produced significantly more power than the single-cam 18R. In Australia, the 1971 TA22 Celica was first released with the 1.6-liter 2T motor, as well as the TA23 in the mid-1975 and the RA23 in 1976 with only 2000 1977 RA28s being imported, all with the 2.0-liter 18R-C motor. The only two GTs ever imported by the AMI (Australian Motor Industries) which later became Toyota Australia, were a 1971 red TA22 GT and a brown 1973 RA25 GT. These vehicles were a special import by Ken Hougham the managing director of AMI for evaluation. Just like the TA22 GT, the RA25 GT model was never imported due to the power to weight ratio and higher insurance for the twin-cam motor all of which quickly halted any notion of the GTs becoming a staple in the Celica family in Australia. 1976 Toyota Celica coupé GT (RA24, US). 1977 Toyota Celica Liftback 2200 GT (RA29, US).
Antroji karta (1978-1981)
1978 m. Toyota inžinieriai išleido antrosios kartos Toyota Celica. Kėbulo formos buvo visiškai atnaujintos.
Po metų - 1979 - šalia ST/GT pristatoma nauja modifikacija, pavadinta Toyota Celica Supra. Šioje modifikacijoje pirmą kartą sumontuotas Toyota EFI (angl. Electronic Fuel Injection) variklis vietoje karbiuratorinio varianto. Variklis pavadintas 4M-E (2,6 l, SOHC EFI, 6 cilindrai eilėje, 110 AG ir 136 Nm) ir suteikė Celica Supra 20 AG pranašumą palyginti su Celica GT. Bet naujasis motoras buvo gerokai sunkesnis už 20R variantą, todėl naudingos galios išlošta beveik nebuvo. Supra modifikacija taip pat turėjo prailgintą važiuoklės variantą.
1980 m. šiek tiek atnaujina Toyota Celica išvaizda, o 1981 metais atnaujinamas pasenęs 20R variklis, kuris pavadinamas 22R (2,4 l, SOHC, 4 cilindrai su karbiuratoriumi, 96 AG (pažymėtina, kad R serijos variklių atnaujinimai buvo nukreipti į sukimo momento, o ne galios didinimą)). 22R buvo montuojamas į ST ir GT versijas.
The second-generation Celica was released for the 1978 model year (production began in August 1977) and was again available in both notchback coupé and Liftback forms. It was designed in Toyota's Calty Design Research studio in California. David Stollery was responsible for its design. The coupé was no longer a true hardtop; both coupé and Liftback had frameless door glass but featured a thick "B" pillar. The glass areas were significantly increased over the original version, 26% larger for the coupé and 35% larger for the liftback. The early or pre-facelift second-generation Celica was released with round headlights and chrome bumpers for lower grades. The higher grades such as the Japanese GT and all US models have black rubber bumpers. The facelift was launched in August 1979 came with square headlights and revised tail lights. They came with chrome bumpers with rubber protectors on each corners, or for certain models with all polyurethane black bumpers such on the Japanese GT and all US spec cars. The facelift model front end was not only featured square headlights, but also came with new grille, and revised hood and fenders which were not interchangeable with the parts of pre-facelift model. From 1979 until 1981 the Griffith company in the US offered a Targa-style convertible conversion to the coupé. They were called the Sunchaser and had a removable Targa top and a folding rear roof, much like the '67 Porsche 911 soft-window Targa. These were Toyota approved and sold through Toyota dealers. Over 2,000 were produced. In Germany, the same Sunchaser version but also a full convertible and a traditional targa with a fixed rear window (called the TX22) were offered. The Japanese model grades were ET, LT, ST, SE, XT, GT, and GTV. The GT and GTV have an 18R-G twincam engine. There were about 70 different variants of second-generation Celica sold in Japan over the model's lifetime. North American models were powered by a 2.2 L SOHC 20R 4-cylinder engine developing 96 hp (72 kW) and 120 lb⋅ft (163 N⋅m) for both ST and GT models. In 1980, the limited edition US Grand Prix GT Liftback was offered due to Toyota's connection to the US Grand Prix West in Long Beach, California. For 1981, the North American models were given a bigger 2.4-liter SOHC 22R 4-cylinder engine producing 97 hp (72 kW) and 128 lb⋅ft (174 N⋅m), which was simultaneously fitted to the Pickup. To celebrate the Celica 10th Anniversary, the GTA coupe was released. This was basically a GT coupe with a four-speed automatic transmission, Supra style interior, power windows, upgraded sound system and alloy wheels. In Australia, the new Celica was less sporty than earlier models. The only engine available was the 2-liter 18R, producing 66.4 kW (90 PS), hooked up to a five-speed manual or a three-speed automatic. Across Europe, the Celica was offered with the 1.6-liter, 2.0-liter, and 2.0-liter Twincam engines.
In April 1978 Toyota began production of the Mark I Toyota Supra in Japan, as the Toyota Celica XX. It debuted in the United States as the Toyota Celica Supra for the 1979 model year. The US Mark I (chassis code MA46) was originally equipped with a 110 hp (82 kW) 2.6 L (2563 cc) 12-valve SOHC straight-six engine (4M-E).
Trečioji karta (1982-1985)
1981 m. 1982 m. išleidžiama trečiosios kartos Toyota Celica. Naujoji serija sulaukia daug pakeitimų. Labiausiai pastebimas vizualinis skirtumas - „išlendantys“ priekiniai žibintai. Taip pat kėbulo formos įgavo kampuotumo ir agresyvumo.
5M-E variklis atnaujintas ir išleista jo Twincam versija, pavadinta 5M-GE (2,8 l, EFI DOHC, 6 cilindrai eilėje, 145-161 AG ir 155-169 Nm).
Tam, kad užpildytų atsivėrusią spragą tarp ST (GT) ir Supra versijų, 1982 m. išleista GT-S (Sport) modifikacija.
1983 m. 1984 metais Celica kėbulas atnaujinamas, dizaineriai suteikia automobiliui patrauklesnes formas. Toyota Celica pardavimai tiesiog puikūs.
Tais pačiais metais į Celica ST pradėti montuoti 22R-E varikliai. Atsiranda Celica Supra veriantas su automatine ECT (angl. Electronically Controlled Transmission) pavarų dėže, turinčia Normal ir Sport režimus.
August 1981 saw the introduction of the third-generation Celica. The car was initially available in notchback coupe and liftback forms with many buyers preferring the liftback. The US-made convertible came later in 1984. Styling was changed considerably from previous generations. The Celica was facelifted in August 1983 for the 1984 model year. The revision included fully retractable headlights, restyled grille, and airdam. In September 1982, the Celica 1800 GT-T was launched exclusively for the Japanese market. For the US and Canadian market, power for the Celica was provided by a 2.4 L 22R or 22R-E engine in all North American models that became the biggest 4-cylinder engine offered in any Celica ever. In 1982, the New York Yankees began using a Celica as their bullpen car. Fuel injection became standard on all North American Celicas started from August 1982, therefore the 22R engine became 22R-E (or 22R-EC with California emissions equipment)with power going up to 117 hp (87 kW) and 128 lb⋅ft (174 N⋅m). In August 1982, Toyota added the GT-S model to the North American market to re-inject the sports image that Celica had lost as it grew larger and heavier with each subsequent model. The GT-S in...
Ketvirtoji karta (1986-1989)
1985 m. 1986 m. Supra modifikacija atskiriama nuo Celica serijos ir išleidžiama kaip atskiras modelis. Ketvirtosios kartos Celica perkuriama iš naujo ir tampa priekiniais ratais varomu modeliu. Išvaizda pasikeičia, netenka tokio kampuotumo, būdingo Supra.
Visi montuojami varikliai taip pat atnaujinami - R seriją pakeičia naujoji S serija. Variklių gama: Celica ST - 2S-E (2 l, EFI SOHC, 4 cilindrai eilėje, 97 AG ir 118 Nm), Celica GT - 3S-FE (2 l, EFI DOHC, 4 cilindrai eilėje) ir Celica GT-S - 3S-GE (2 l, EFI DOHC, 4 cilindrai eilėje, 135 AG ir 125 Nm).
Vis augantis Toyota Celica populiarumas, ir tai, kad Toyota koncernui reikėjo platformos sportiniam modeliui, kuris atstovautų kompaniją pasauliniame automobilių sporte, sudarė prielaidas atsirasti naujai, galingai, keturiais ratais varomai Toyota Celica modifikacijai. Taip 1988 m. atsirado Celica GT-4 (All-Trac JAV rinkoje).
Ketvirtosios kartos Celica GT-4 buvo įmontuota 3S-GE variklio Turbo versija, pavadinta 3S-GTE (2 l, EFI 16V DOHC, 4 cilindrai eilėje su turbokompresoriumi, 180 AG ir 180 Nm). Tai buvo pirmoji Celica su turbokompresoriniu varikliu.
1985 m. pasirodžiusi ketvirtosios kartos Celica į šio modelio istoriją atnešė reikšmingų pokyčių: vietoj ankstesnės galinių varomųjų ratų sistemos automobilyje pritaikyta nauja priekinių varomųjų ratų sistema. Ypač svarbiu įvykiu tapo 1986 m. pristatytas GT-Four modelis. Jis pasirodė su nuolatine visų varomųjų ratų sistema ir galingiausiu Japonijos rinkoje 2,0 l 185 AG DOHC varikliu. Taigi Toyota komandai atsivėrė puikios galimybės kovoti dėl nugalėtojo vardo Pasaulio ralio čempionato (WRC) lenktynėse.
In August 1985, the car's drive layout was changed from rear-wheel drive to front-wheel drive. The all-wheel drive turbocharged models were manufactured from October 1986 to June 1999.
Penktoji karta (1990-1993)
1990 m. buvo išleista penktoji Celica karta. Automobilio kėbulo dizainas buvo visiškai pakeistas: Celica visiškai neteko kampuotumo, įgavo glotnumo, kėbulas tapo pastebimai pūstas į šonus. Vienintelis išvaizdos panašumas su praeita karta buvo „išlendančios“ lempos, bet ir jos buvo daug geriau įkomponuotos į bendrą automobilio išorės vaizdą.
Kėbulą, kaip ir anksčiau, buvo galima rinktis iš dviejų tipų - hečbeko ir kupė. Automobilio priekis buvo pažemintas, o galas šiek tiek pakeltas - tai automobiliui suteikė daugiau sportiškumo ir agresyvumo. Pakeitimai buvo atlikti ne tik automobilio išvaizdoje: pakeisti ir kai kurie techniniai sprendimai.
JAV buvo išleistos 5 automobilio modifikacijos: ST, GT, GT Convertible, GT-S ir All-Trac. Celica ST komplektuota su 4A-FE (1.6l d.t., EFI DOHC, eilėje 4 cilindrai, 104AG), Celica GT/GT-S komplektuota su 5S-FE (2.0/2.2l d.t., EFI DOHC, eilėje 4 cilindrai, 130-135AG/145Nm), Celica All-Trac komplektuota su patobulintu 3S-GTE (2.0l d.t., EFI Turbo DOHC, eilėje 4 cilindrai, 200AG/200Nm).
Japonijoje Toyota automobiliuose buvo montuojami galingi varikliai: Celica ST 3S-FE (1.6l d.t., EFI DOHC, eilėje 4 cilindrai, 125AG). Celica GT komplektuota su 5S-FE (2.0l d.t., EFI DOHC, eilėje 4 cilindrai, 135AG). O amerikietiškąjį GT-S pakeitė galinga GT-I modifikacija. Celica GT-I komplektuota su supaprastinta 3S-GTE variklio versija, pavadinta 3S-GE (2.0l d.t., EFI DOHC 16v, eilėje 4 cilindrai, 165AG). GT-4 versija irgi buvo varoma galingesnės 3S-GTE versijos (2.0l d.t., EFI Turbo DOHC 16v, eilėje 4 cilindrai, 225AG).
Europos rinkai rinkai Toyota atskirų modifikacijų nekūrė, dalis buvo paimta iš JAV, dalis iš Japonijai skirtų automobilių. Senajame žemyne buvo galima įsigyti: bazinę Celica ST su 4A-FE (1.6l d.t., EFI DOHC, eilėje 4 cilindrai, 115AG), tai JAV skirta modifikacija su šiek tiek pakelta galia. Vietoje amerikietiškųjų GT ir GT-S Europa sulaukė galingosios GT-I versijos, kurios galia buvo truputėlį sumažinta lyginant su Japonijos rinkai skirtais modeliais. Montuojamas tas pats 3S-GE variklis (2.0l d.t., EFI DOHC 16v, eilėjė 4 cilindrai, 156AG).
Šeštoji karta (1994-1999)
1994 m. Celica flagmanas - GT-4 (dar žinoma GT-FOUR, All-Trac, Turbo AWD vardu) versija su turbokompresoriumi ir visų varančiųjų ratų transmisija. Pagrindinė GT-4 misija buvo Pasaulio ralio čempionato WRC nuostatų atitikimas (norint dalyvauti čempionate reikia važiuoti serijiniu automobiliu). Nors ir nedideliais kiekiais ji buvo parduodama beveik visose pagrindinėse pasaulio rinkose: Japonijoje, Australijoje, Europoje ir Britanijoje. Tik JAV GT-4 nebuvo parduodamas. Šiandien VI kartos GT-4 sutinkama retai.
Labiausiai pastebimi vizualiniai pasikeitimai nuo ankstesnių versijų. Atsisakyta pakeliamų priekinių žibintų. Vietoje jų montuojami keturi apvalūs. Pakito ir kėbulo forma: vizualiai automobilio priekinė dalis atrodo lyg pakelta. Interjero surinkimas bei medžiagos išliko kokybiški. Pasikeitimai iš techninės pusės buvo pakankamai minimalūs. VI kartos Celica važiuoklėje priekyje montuoti McPherson, o gale Chapman komponentai.
Silpniausia modifikacija derinta su 1,8 litrų varikliu, o 2 litrų varikliui padidinta maksimali galia. Bazinis ST modelis buvo išleistas su ekonominės klasės 7A-FE varikliu (1,8 l, EFI DOHC 16V, eilėje 4 cilindrai, 116 AG / 85 kW). Po kosmetinio atnaujinimo 1996 m. pabaigoje europinių Celica GT variklio maksimali galia apribota iki 170 AG / 125 kW. JAV GT modifikacijos turėjo didesnio darbinio tūrio, bet silpnesnį 5S-FE agregatą (2,2 l, EFI DOHC 16V, eilėje 4 cilindrai, 132 AG / 97 kW), o ST maksimali galia siekė tik 106 AG / 78 kW. Japonijoje Celica buvo žymimos kitaip.
1995 m. buvo išleista Toyota Celica Convertible. Atviras modelis, sukurtas panaudojus GT bazę.
1996 m. buvo atlikti Celica kosmetiniai atnaujinimai (naujo modelio buferiai, slenksčiai, posūkių žibintai).
1998 m. nutraukta ST modifikacijos gamyba.
The fastest in the range is the 1994 Toyota Celica (T20) 2.0 Turbo 4WD, delivering an output of 242 Hp and 302 Nm of torque, which accelerates the car from 0 to 100 km/h in 6.1 sec and to a top speed of 240 km/h (149.13 mph).
Fuel consumption varies between 7.1 l/ 100 km (33.13 mpg) and 9.5 l/ 100 km (24.76 mpg), depending on the modification.
The three body styles, in which the Celica is available - Coupe, Cabriolet, and Liftback, are similarly sized, measuring between 4330 mm (170.47 in.) and 4496 mm (177.01 in.) in length, 1635 mm (64.37 in.) and 1750 mm (68.9 in.) in width, and 1290 mm (50.79 in.) and 1321 mm (52.01 in.) in height.
Toyota Celica was initially a rear-wheel-drive car.
Septintoji karta (1999-2005)
1999 m. galutinai nutraukiama ankstesnė serija. Kartu su Yamaha pradedamas kurti visiškai naujas variklis, galintis pralenkti konkurentus. Pasibaigus Honda patento galiojimo laikui, Toyota sukuria savo technologijos variantą VVTl-i (variable valve timing with lift and inteligence). Ši technologija leido išgauti 192 AG galią iš 1,8l darbinio tūrio variklio.
Pirmą kartą Celica VII konceptas pristatomas 1999 m. Detroito tarptautinėje automobilių parodoje. Kitais metais pradedama modelio masinė gamyba.
Serijinis modelis Europoje išleidžiamas dvejomis modifikacijosmis su 1.8l VVTl-i varikliu: 143 AG ir 192 AG.
Tie, kurie anuomet buvo šio nepaprasto automobilio raidos liudytojai, nežinojo, jog 1999 m. pasirodęs septintosios kartos modelis bus paskutinis Celica istorijoje. Po 35 metus, per kuriuos buvo išleistos septynios kartos, pelnyta ne viena pergalė lenktynių trasoje ir parduota daugiau nei 4 mln. vnt., buvo užverstas paskutinis Celica istorijos puslapis.
2004 m. paskelbiama, kad nuo 2005 m. Celica istorija, 1971-2005 m. Archyvuota kopija 2015-04-18 iš Wayback Machine projekto.
Variable valve timing came in certain Japanese models starting from December 1997 and became standard in all models from the 2000 model year.
In 1978, a restyled six-cylinder variant was introduced as the Celica Supra (Celica XX in Japan); it would be spun off in 1986 as a separate model, becoming simply the Supra.
The Toyota Celica ( or ) (Japanese: トヨタ・セリカ, Hepburn: Toyota Serika) is an automobile produced by Toyota from 1970 until 2006. The Celica name derives from the Latin word coelica meaning heavenly or celestial. In Japan, the Celica was exclusive to Toyota Corolla Store dealer chain.
The first three generations of North American market Celicas were powered by variants of Toyota's R series engine.
Sėkmės ilgai laukti nereikėjo. Carlos Sainz 1990 m. iškovojo nugalėtojo titulą vairuotojų įskaitoje (tai buvo pirmas toks japonų gamintojo laimėjimas) ir užėmė antrąją vietą gamintojų čempionate. 1992 m. buvo pagaminta nauja WRC patvirtinta speciali versija GT-Four RC (Rally Competition). 1993 ir 1994 m. ji atnešė pergalę WRC vairuotojų ir gamintojų įskaitose, pilotuojant atitinkamai Juha Kankkunen ir Didier Auriol.
A história do lendário Toyota Celica
Choose a generation of Toyota Celica from the list below to view their respective versions. Тo check out further technical specifications (like engine power, dimensions, weight, fuel consumption, etc.), please select one of the versions.
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