Toyota Celica

19 Июн 2015 | Author: | No comments yet »
Toyota Celica (GT-Four)

Toyota Celica (1970)

W hen I was Toyota Celica was the most coupe on streets. Many boy drove the first and second Celicas with various of modifications. They were They were tough. were flamboyant. They cheap to buy, repair and – very much like pony cars – but they also compact and frugal. why they were hugely in Asian countries. Later no longer enjoyed such though. The history of Celica reflected the rise and fall of in the world. 1960s and 70s was the peak of when Celica, Mustang and sold like hot cakes. then the fever cooled quickly. No matter how hard tried to reverse the trend, it kept falling. At last, it to a point that production was at a loss, thus it got the axe in 2006. 4 million Celicas found across 26 years and 7 generations. It was the successful coupe in history Mustang and Camaro.

The first Celica was born in 1970. at the huge American market, it was with heavy influence contemporary American coupes, in the aforementioned Mustang and Camaro. it was half a meter shorter, narrower and lighter. It employed four-cylinder motors. Furthermore, Japanese steel and low labor then enabled it to open a new coupe segment in the America as as in Europe. Orders flooded in and it became a great success.

Toyota offered 2 bodies for to choose from. Coupe TA22 etc.) had a fashionable design that did without which also emphasized the waistline. Liftback (LB, codename RA22 or something that) was a carbon copy of the Mustang fastback, just in a scale. No one talked about or intellectual properties then, but the was known for their quick skills. The LB had its wheelbase lengthened by 70 mm to cabin space, although it was strictly a 2+2.

Mechanically, it did not from contemporary format – FR, strut suspension up front, live axle at the rear, the latter’s coil springs was a from the leaf springs on the cars that inspired it. The was provided by old fashioned recirculating but the 5-speed gearbox was an upmarket then. As for engine, many were offered. One of the most was the 1600ST, whose ohv engine had its mounted high in the block to possible shorter pushrods and cylinder head, hence power. It produced 105 net horsepower, the car to claim 109 mph top speed and sprint 0-60 in a respectable 11.5 Even better was 1600GT, engine had a Yamaha-developed DOHC to produce 115 hp net, good for a 118 mph and 0-60 in 9.5 seconds. Those were outstanding at the time, considering its affordable price. the fastest model has to be the 1973 LB whose 1968 cc twin-cam was rated at 145 hp gross (about 130 hp and its top speed was quoted at a slightly 127 mph. It was bounded in the domestic American version had generally few horsepower due to stricter emission

Contemporary road testers praised the Celica for good fuel economy, build and reliability. The 1600GT twin-cam was smooth and tractable, whereas the ohv engine was also a good if a bit noisy at high rev. Its and ride was decent, although it did from persistent understeer and a on-center steering feel a typical problem for recirculating-ball Its Japanese tires were not as as its western counterparts then, so limit was not high, but it was safe and to handle. The easy going was further supported by light clutch and gearshift, which known as Japanese DNA. remarkable was its combination of these qualities with lots of equipment and a bargain price, made European small difficult to compete. No wonder the generation Celica was the best among all generations.

S elling more than units every year, the generation was even more Toyota had got more understanding of drivers by now. Therefore it the Celica larger and roomier, and American designers at its newly California studio to style the Wind tunnel testing played a part in its design, so it got That said, I have got on with its looks, which was classic nor modern.

While the layout and engines were carried over, the detailed made the car more civilized to American drivers. Softer improved ride comfort a lot but led to more roll and a mediocre Even though the recirculating-ball had its feel improved a lot, the Mk2 was not as a driver’s car as the original. It left of room for aftermarket modifications to

Toyota also built a version called Celica XX (in or Celica Supra (for It had the wheelbase stretched by 130 mm and further were added to the overhangs, so it to be a more credible competitor to the pony cars or Nissan Z, at least that was what thought. Power came an SOHC straight-six, displacing 2.6 liters or a tax-friendly 2.0 liters. No, it fast, exciting and stylish to trouble its rivals, of course, but at it paved the way for the Supra line to in the future.

J udging from its modern it is hard to believe only 4 separating the Mk3 from Mk2. the 1980s, Japan had raised its and everything progressed at an unprecedented The new Celica switched to a wedge and pop-up headlights, looking futuristic compared with rivals. The Liftback version was more eye-catching. Build was lifted so much that it more upmarket than coupes, let alone Mustang and Now it looked more GT than coupes.

Toyota Celica (GT-Four)

The technologies it employed was more advanced, such as dashboard, rack-and-pinion steering and semi-trailing arm rear suspension. the regular engines were ordinary, a pair of advanced were introduced to the Japanese car – a 1.8-liter twin-cam turbocharged and a 2.0-liter 24-valve twin-cam both produced 160 horsepower. The turbo was also developed a Group B rally car. it enjoyed little success in the championship, its toughness earned it 3 Safari rally victories.

T he Mk4 got and more aerodynamic, with a Cd of Smooth glass greenhouse it an advanced and high-quality appeal, the driver enjoyed unparalleled all-round. However, the big news be the switch to FF architecture. It might strange for a sporty car like but Toyota saw it a necessary change its mainstream platforms had already to FF. By doing so, the Celica could to share powertrain and suspension with other mainstream to keep cost down. all, Honda Prelude had using FF for some years showing any negative effects on dynamics.

The engine became a 2.0-liter 16-valve with electronic injection and T-VIS variable system (to boost low-down which offered 150 horsepower and mph potential. It was responsive to throttle and to rev to 7300 rpm, if quite approaching that speed. clutch, gearshift and steering, with a supple ride, the Mk4 easy to live with.


Y ears after of shrinking sales led Toyota to the last generation Celica. were only one body and 2 options, while the GT-Four was Compared with the first its lineup looked ridiculously However, the Mk7 was a good car indeed. In I think it should have the nameplate if not the world had lost in affordable coupes.

The base was a 1796 cc VVT-i with 136 hp, delivered adequate performance for an coupe. More demanding would opt for the Yamaha-built 1794 cc engine, which had Nikasil coating and a 2-stage variable lift mechanism to enable rpm revving and 180 horsepower. Yes, it was It lacked low-down pulling so you would not feel the extra in normal driving. But it tempted drivers to stretch its rev and use all its 6 slick and that was what cheap supposed to be back in the good old In this way, it sounded like the original Celica any of the other 5 generations. No, it would not the Celica from extinction, but at it gave the nameplate a last and many regrets to car enthusiasts.

Toyota Celica (GT-Four)

Toyota Celica (GT-Four)

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