Toyota Celica Generation 1

14 мая 2015 | Author: | No comments yet »
Toyota SV-1

Toyota Celica Generation 1

The Celica dated back to the Tokyo Motor Show, it shared media attention the Carina. At launch there two versions available, the LT (entry and ST (upmarket), both aimed at more affordable versions of sportscar, the 2000GT .

The lower-end LT was with a 2T carbureted four-cylinder displacing 1,588 cc, while the ST with a twin Solex-carburetor derivative of the 1,968cc Corona engine. The latter engine a cast iron block, head, and a chain driven overhead camshaft.

With a ratio of 8.5:1, the 2 liter was good for 95 bhp @ 5000 rpm. was also a GT version, with a highly developed version of the engine, which developed 118 bhp @ rpm thanks largely to the twin carburetors.

At its introduction the Celica was available as a pillarless hardtop. The liftback was shown as a concept car at the Tokyo Motor Show. slight modifications, this was in Japan in April 1973 as the cc RA25 and 1600 cc TA27 It was then exported to Europe in RHD as the 1600 cc liftback.

The first of the Celica featured a slant (trapezoid-like shape front light), and was available as a Coupe only, designated the TA22, and RA21. These models released from 1970 to and came equipped with the 2T, 1.6 liter, or 18R 2.0 liter engine, those bound for the US came the 18R engine.

A minor revision see the 95 wheelbase extended by three to 98, and minor changes to the front the car a flatter nose and square corner light. Although the model made its debut in in 1974, export models only released for the 1976 year.

From 1972 to 1974 US Celica’s were fitted the 2.0 liter 18R-C engine. It in size again for the 1975-1977 now being fitted as standard the 2.2 liter 20R engine. The Celica GT and LT were introduced in the U.S. for the model year. The top-line GT a 5-speed manual transmission, panel GT stripes, and styled wheels with chrome rings.

Other changes for included minor changes in the trim and badges, and an automatic became an option on North ST and LT models starting in the 1973 year. For 1975, the ’74 was used, but body-color plastic and sturdier chrome and black bumpers, replaced the chrome used in the earlier cars (in with US Federal bumper

The First Facelift

In October the entire Celica lineup was a facelift, with a revised bumper and grille arrangement. The new numbers were RA23 (RA24 US) for the coupe, and RA28 (RA29 US) for the liftback. The American was a GT (RA29) with a 2.2 liter 20R All the Liftback models, which commonly referred to as the ‘Mustang’ had flat noses. Although was no B pillar in the Liftback, the rear did not roll down (as they did in the coupe).

Although they the same, there were a few visible differences. The facelifted was coded RA23 with an 18R or RA24 with a 20R engine. available was the TA23, which was to the RA23, but with the T-Series The RA23 and RA28 had a more bulge in the bonnet, or hood, was lacking in the TA22 or RA20 and in the TA27 and RA25 Liftback The TA22 Celica also had vents mounted in the bonnet, the RA23 and RA28 lacked. The RA also had an elongated nose to the larger engine. The door fuel filler cap, and were also different the TA and RA series.

Although the Liftback was virtually the size as the then current ST, 0.8 inches shorter overall, the width (63.8 inches) and 0.6 lower, and with the same inch wheelbase, the car did appear to be larger and better balanced. And of the liftback added to the cars however there was a drawback the extra metalwork and glass added considerably to the Celica weight, it now tipping the scales 210 lb. heavier than the ST. A five-speed was standard, with a true top gear pulling 20.1 per hour per 1000 rpm.

The setup was conventional, using struts at the front, and a well-located axle at the rear, with links. The Liftback also from the ST in running on 14 in. diameter shod with Dunlop SP tires, with 165 section. its greater weight and higher gearing, the liftback was slightly than the ST, however on the credit many found the liftback smooth and easy to drive, the curve being sufficiently to allow the engine to be taken up to the rev counter red-line at 6,500

Standing starts produced the right degree of wheelspin to the engine on cam; there was no of time wasting axle As was usual of Japanese cars of the the gearbox was superb, with the biased just correctly the centre, 3rd/4th gear Fifth was up and to the right, reverse guarded by a further slight to the right down from the plane, and down. In the lower gears, maximum speeds at rpm were 33.53 and 77 mph, in fourth, pulling 17.4 rpm, it was possible to break the 100 mph at just over 5,700 The liftback reached 40 mph in 6.1 seconds, 50 in 8.7 and 60 in with the quarter mile being passed in 18.8 The 0-60 mph time compared to seconds for the Ford Capri and 11.2 sec for the Vauxhall Cavalier GL

As was becoming common in the early the Celica was yet another Japanese car ran on the lowest grade (and expensive) two-star grade This fact, allied to the figure of 27.8 mpg, the Celica a remarkably economical car to At a constant 70 mph, consumption was the right side of 30 mpg (30.5 mpg to be but reviewers of the day noted a noticeable off in economy at higher speeds, and driving around the 100 mph mark put down to around the 16-17

The main instruments included a (left) with press-to-zero reset, and rev counter (right) direction indicator and main warning lights between. The panel housed the clock, oil ammeter, coolant temperature and gauges. Vertical rows of lamps operated only on circuits on UK cars. Four for heater control, with rear window switch to as standard and FM / AM radio. The bonnet was beneath the fuse panel on The horn buttons were on the steering wheel spokes.

Toyota SV-1

When hustled into the Celica exhibited much roll than contemporary sedans. There was no major in the understeer as speed rose ultimately, the car would tend to run a wide. Really violent would lift the inside wheel, but even under conditions, the car remained remarkably

At over 95 mph, the front of the car start to feel a little a small spoiler would improved things much than the vestigial lip over the Noise levels were low at over 5,000 rpm, the was plainly working pretty with a good deal of thrash. Generally, however, levels were well acceptable limits.

In braking the made great advances in the 1970’s, thanks largely to participation in world-wide competition The disc-front, drum-rear set-up, a vacuum servo, gave the a very sure-footed feel. was is with 20lb pedal needed for in-town check (around the 0.3g mark), 70lb would give a 1.Og stop, with the slightest squeal from the rear tires and not much dip.

After reading reviews, it is evident the Celica’s stood up well to the fade with pedal pressure for the 0.5g stop rising on from 30-25lb for the first to 40-50lb.

There lift facility turned the traditional sports coupe into a load carrier. The tailgate on the had a key-only lock, and was supported on a of gas-filled struts. With the seat in position, there was cu. ft. of luggage space against the 7.7 cu. ft. in the Celica, and this could be to a really sensible 25 cu. ft. with the seat folded flat, the rear suspension mounting did take up a fair amount of

The problem of covering up luggage, a problem in liftback coupes, was in an elegant manner. A simple blind was attached to the rear of the seat and this could be pulled out and attached by press either to the edge of the tailgate or to the In the first position, the blind unrolled itself to cover the as the tailgate was closed. A further was the provision of a V-shaped webbing to stop a single suitcase sliding about on the carpeted The spare wheel and the useful kit were stowed in lidded beneath the boot floor

the front seats were they did lack sufficient to provide sufficient support in Also, the padding tended to a bit thin after a long These criticisms apart, the were not over-bulky, allowing seat occupants, whose leg and room was restricted, to make the of the available room. The rear with deep buckets side of the thinly-padded transmission were adequate for children, but a bit for adults. Owners soon that the wells made a place to carry small, items when the rear was folded down.

The driver had a full span ot instruments, all clearly lettered. In front of the was the rather wildly optimistic (reading 77 at a true 70 mph), a push-button trip recorder per cent over-reading), and the rev counter, from 5,400 rpm, from 6,500 rpm: In the of the facia, and with their cowls angled towards the were the combined fuel and temperature, oil pressure and ammeter with the clock separate. An was fitted, which of course much more information a battery voltmeter. A vertical row of lamps on UK specification cars just the handbrake on and hydraulic level lamp. For other the lamps were linked to an system which monitored like engine oil, and the windscreen washer reservoir.

The Celica was successful in the showrooms of the It was not particularly powerful, and demonstrated handling and performance. No, it was not a drivers but it looked the goods and did everything you of it with typical Japanese Sure, you could spend the amount of money on a British car, and for some that make a better choice. But for that wanted the assurance of car starting each and every with monotonous reliability, the was a hard car to pass up.

Toyota SV-1
Toyota SV-1
Toyota SV-1
Toyota SV-1


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