1985 Toyota Celica Supra | Hemmings Motor News

13 Июн 2015 | Author: | No comments yet »
Toyota Celica Cruising Deck

With Lotus-tuned suspension, the distant cousin under the and Toyota build quality all the MK II Supra is destined to be a classic

Article from Hemmings Exotic Car

Think back 30 years ago, to a time the notion of a premium-priced Toyota slightly out of sorts with common-man image. In America, built its reputation on the backs of Coronas and Celicas—basic, honest, reliable transportation, much of it in the range. The Crown, the car that Toyota to the dance, so to speak, got out of the U.S. market in 1971, the notion of a $3,000 Toyota seem like such a

No one questioned Toyota’s sporting Between their world-beater sports car and the cheap-fun-for-the-masses Celica, the reputation was solid enough But dreams of a more premium had to wait a while. The Cressida, Toyota’s flagship when in 1978, was $8,300 at a time the Celica was $6,600—a tentative toe in to test premium waters. The responded well enough, so rolled out a Cressida-powered Celica and it Supra.

But the Mk I Supra, debuting in (a year after the new Celicas), had a few scratching their heads: Did it what it took to be the first Toyota? That first may have had the personal-luxury trappings but to the untrained eye it looked like a nothing kills status than resembling a downmarket

Things changed considerably for the model year, when a new debuted alongside the Celicas. The Mk I (sold as the Celica XX in Japan) Celica sheetmetal from the back, but the Supra Mk II strove to its Celica origins. While the made do with the 96hp 22R the Supra’s nose was stretched seven inches ahead of the with a completely new face pop-up headlamps, to accommodate the engine. Celica kept its rear axle for what be its last rear-drive iteration, the Supra gained an independent suspension and Lotus-fettled tuning at all Supra also had all manner of trappings—power windows and locks, digital dashboard, available seats—and was priced accordingly: a ST was $7,100 in 1982, while a started at $13,500. By 1985, price differential ($8,400 vs remained.

The Supra’s styling was seen as controversial back in the fall of when the Mk II Supra launched. and rear bumpers (and the hatch!) painted glossy no matter what color the of the body was painted. The roof-mounted spoiler, advertised as a sunshade. The reflectors that jutted out the body behind smoothed-in The hard-edged wedge shape by the rather butch-looking fiberglass flares. Surface entertainment, called it. A few of these more elements would calm over the years (hatch and would be painted body the sunshade would become integrated into the hatch), and became not-to-be-repeated styling

There were two flavors of Mk II the P-type (performance) and the L-type The P-type, seen in these offered fender flares, wheels, a limited-slip differential, cloth bucket seats and an dashboard, with tach and front and center. The L-type the flares and offered narrower an optional digital dashboard, and leather seating. Mechanically, were identical.

Don Faxon of Massachusetts, now of Sierra Madre, lucked into his ’85 nearly 20 years ago; it was languishing in a New England garage, new by a man who bought it as a replacement for the ’85 he and rolled. (As a result, the factory-applied inhibitor still graces the bay, from the shock to the firewall.) The first owner’s spine meant that was precious little driving on, so it sat in his grandmother’s garage for three accruing precious few miles the way. When it came up for Faxon snapped it up. The notion of a car being shipped to SoCal, in a New England dealership, then back to the greater Los Angeles is an irony that has not escaped the

It’s accrued just miles since new, 2,500 of those on Route 66 on his across the country (see View), and Faxon is proud beyond normal wear like tires, brakes and his Supra is just as it rolled out of the and off the boat in Long Beach. he’ll grumble about of the soft trim fading or point out a nearly invisible issue, but in truth Faxon want it any other way. As a I’ve always felt an old car, much like an old is best preserved with its patina intact. There may be of (over) restored E-Type or ’69 Chevelle SS396s, but how have their original and interior? And of those, how many drivers who will let us pound the Southern California foothills for a We snatch the keys out of Faxon’s before he has time to reconsider.

in will be a trick for those who regularly attend Tae Bo classes: The seat bolster and the low roofline, just that little bit by the sunroof, conspire to fold you at angles. Once inside and beneath the wheel, there’s of room to get comfy, though the snugs up against the driver’s that said, there’s more room inside a cursory glance at the narrow-looking would suggest. The Japanese-business-suit may seem dour, crisply in a style that falls between origami and old-school Galactica, but for all the talk of busy once upon a time, it fairly clean to these The gauges (including a proper speedometer, replacing the ridiculous unit of earlier years, and a are well-placed, legible and gimmick-free. also no question that the is well-equipped for a sporty car, considering its age: power and locks plus automatic control, as well as the quaint AM/FM/MPX with cassette were all part of the package.

The eight-way-adjustable chair will an adjustment for every body from the too-tall driver scraping his head on the sunroof to pilots. The door mirrors are pointless: They look from the outside, blending in the front fenders as they do (a later stolen by the original Probe and the fourth-generation Camaro), but tiny, and are mounted too low on the doors.

But the of the Mk II Supra was the latest and greatest in M-family powerplant: the 5M-GE. The M had evolved continually from the 2.0L configuration run by the MS41-generation in the mid-’60s, and indeed was the only engine family Toyota had for three decades.

The 5M-GE was a big forward for Toyota: It shed the M traditional overhead cam, with a rocker-style valve and eschewed carburetion and mechanical injection, both of which had on previous iterations of the M. In its place a belt-driven, wide-angle aluminium head, as well as a fully Bosch L-Jetronic fuel-injection It also had a pedigree, of sorts: a Yamaha-designed twin-cam head and other changes, an M engine the legendary 2000GT’s powerplant; the evolution became the first Six to sport an aluminum DOHC since the 2000GT.

Anyone 2000GT-like snap out of the Supra, was doubtless disappointed. The 5M-GE was at just 145hp at its 1982 (BMW’s SOHC 2.8 straight-six 170hp), but continued to evolve the course of the Mk II’s life. included an electronically advanced in 1983, a compression bump to and a redesigned intake manifold D-shaped runners a year and in 1985, the 5M-GE got a new EGR, a throttle position sensor, and a rating of 161hp, regardless of

What strikes you, as you the key and the idle settles into a thrum, is the sheer civility of the No wonder Toyota was putting of this in its higher-level luxury It’s smooth, whether around town at low revs or the tach at redline. The power is not peaky, but a 3000+-pound car with and passenger didn’t allow for the of sporting acceleration we’d accustomed to. There’s a bit of cabin from the slightly snotty exhaust at around 2,800 rpm right around cruising on the highway), but a quick burst to rpm gets rid of it.

Supra owners had a of either a four-speed automatic overdrive, or, as in our test vehicle, the W58 five-speed manual trans. who opted for the automatic really out: well-placed pedals, shift action with a snick between gears, gating that a novice all too easily find fifth (or get up in the gate between third and instead of third, and a featherweight that picked up mid-travel and smooth uptake of the pedal. the sort of trans that on your sleeve and asks you to the long way home—the one with the off-ramps and off-camber esses.

The route is well worth thanks in part to a suspension by Lotus. The Supra is unflappable, and than a hundred thousand owners knew it. Turn in is the steering is nicely weighted and magnificent feel through the in every situation we came the chassis remained composed and unruffled by the ridiculous things we of it. Moving a little too quickly a bend? Hit that unexpected a few miles an hour too fast? other machines might notice through the whole of the structure, with a sickening to make you think you’ve something, Supra’s independent handled bumps with footwork, with little than an audible cue transmitting into the cabin; your was aware that something was on, but that it was sorted and you need not about puckering. At the same the long-ish wheelbase contributes to a ride. (Only an ominous, body creak at higher-speed made itself known.) In the suspension’s composure is well the engine’s ability to send it out of if you lose it in a Mk II Supra, you’re in way your head.

And clearly, that was enough for buyers: From 1982 to more than 114,000 were sold in the U.S. it an unqualified success here in the That’s not even counting sold as 1986 models, are mixed in with the mid-year Mk III numbers. How many are left? How good ones are left? to say.

Toyota Celica Cruising Deck

But Faxon’s Supra is the of car that makes you laugh at the in the guide book: Book seems roughly half should be considered for a car of this and condition. It’s also the of car that makes you realize the collectors will be heading the notion of a collectible Japanese car hold in America: It was popular, a sporting model with few examples around, and thanks to its and Lotus connections, it has a lineage its own antiseptic bubble. It’s one to an eye on.

Owner’s Story

I had owned a lot of American cars in my past, but in the there weren’t a lot of choices. and Firebirds seemed neither nor efficient, and I wasn’t a Mustang The Supra seemed a sort of update of the ’69 Pontiac Prix SJ: personal luxury and in a comfortable package. Once stopped building the second-generation I immediately set to work to find I’ve now owned mine for 19

It now has 63,000 miles and is totally except for the exhaust system original is tucked away in my garage). Everything on this save for fluids, filters, tires, the front brake and the battery, is original. It’s been garaged, and despite purchased in New England, has never a flake of snow or a salty My wife and I drove it cross-country in when we moved to California. We two weeks traveling every surviving stretch of Route 66, and the occasional gravel surface thanks in part to a nose survived without a single chip!

The Mk IIs have largely New England, good ones stolen and stripped in the first few and tatty survivors later to rust. I’m not surprised it would still empty dealers by 1992, but I AM surprised it continues to gather so many at dealers and Toyota shows here in Southern California. And still just as much fun to

-Don Faxon

Supra Mk II

1982: 34,046


1984: 29,871

*Denotes mix of Mk II and Mk III Mk III was a mid-year ’86 introduction. numbers are not separated out.

Toyota Celica Cruising Deck
Toyota Celica Cruising Deck


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