The Toyota Celica name has been applied to a series of popular sports cars made by the Japanese company Toyota. The name is ultimately derived from the Latin word coelica (IPA ['koilika]) meaning "heavenly" or "celestial".[citation needed]
Through all generations, Celicas have been built around Toyota's high-performance inline-4 engines, although some Celicas are powered by more economical, lower performance 4-cylinders. The most significant change occurred in 1986, when the car's drive layout was changed from rear wheel drive to front wheel drive. During the first three generations, American market Celicas were powered by various versions of Toyota's R series engines. A Four wheel drive turbocharged model (designated All-trac in the US or GT-Four in Japan and Europe) was produced from 1986 to 1999. Variable Valve Timing came in late 1997 Japanese models, and became standard in all models from 2000 on. Through seven generations, the model has gone through many revisions and design forks, including the Toyota Celica Supra (later known as the Toyota Supra). The Celica was available as notchback and liftback coupes, as well as a convertible.
First generation (1970-1977)
The first generation Celica was released to the market in 1970. Allegedly a "cut-down" version of Toyota's supercar, the 2000GT, the Celica was a relatively affordable sports car.
Displayed at 1970 Tokyo Motor Show in October, and marketed in December of the same year, the Celica was a personal car that emphasized on styling and driving enjoyment. Japanese models were ET, LT, ST, GT, and GTV.
For export markets, the Celica was offered in three different versions, the LT, ST and GT. The lower-end LT was equipped with a carbureted 2T four-cylinder engine displacing 1600 cc, while the ST came with a twin Solex-carburetor 2T-B engine. The 2T-G that powered the high-end GT model was a DOHC twin-Solex carburetor 1600 cc engine. All early Celica "coupes" were pillarless hardtops.
The GT model came with various upgrades like underbody spoilers, tinted windows, different hood flutes, power windows, air conditioning, GT front grill, and shared a few things with the ST - a full-length center console and oil pressure/ammeter gauges, rather than the LT's warning lights.
There was also a GTV version, which had the 2T-G engine, a slightly cut-down interior, and did not come standard with things like power windows, but they were optional. The GTV has firmer suspension.
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, and RA21. These models were released from 1970 to 1975 and came equipped with the 2T, 2T-G 1.6 liter, or 18R 2.0 liter motor. The second series with flat nose (square front corner light) and slightly longer wheelbase. This facelift model appeared in Japan in 1974, but for export is 1976 model year.
The first Celica for North America, 1971 ST was powered by 1.9 liter 8R engine. The 1972-1974 models have 2.0 liter 18R engine. For 1975-1977, engine for the North American Celica is 2.2 liter 20R. The Celica GT and LT models were introduced in the U.S. for the 1974 model year. The top-line GT included a 5-speed manual transmission, rocker panel GT stripes, and styled steel wheels with chrome trim rings. The LT was marketed as an economy model. Mid-1974 saw minor changes in the Celica's trim and badges.
The Liftback was introduced for Japanese market in April 1973, but not until 1976 for North America. Models for home market Liftback were 1600ST, 1600GT (TA27), 2000ST, and 2000GT (RA25 and RA28). The American Liftback is GT (RA29) with 2.2 liter 20R engine. All the Liftback models which commonly known as the 'Mustang' shape have flat nose. Although there is no "B" pillar in the Liftback, the rear windows do not roll down (as they do in the hardtop coupe).
Although they looked the same there were a few minor visible differences. The facelifted coupe is coded RA23 with 18R engine, or RA24 with 20R engine. The RA23 and RA28 have a more distinctive 'bump' in the bonnet which the TA22, RA20 Coupe and TA27, RA25 liftback Celica lack. The TA22 Celica also had removable vents mounted in the bonnet, which the RA23 and RA28 lacked. The RA series also had an elongated nose to accommodate the larger engine. The door vents, fuel filler cap and interior were also different between the TA and RA series.
For 1976-1977 the Liftback was released with 18R-GU Twincam engine with a Yamaha head and running gear. This engine produced significantly more power then the 18R-G peak power was about 100 kW @ 7400rpm at the rear wheels.
In Australia, the Celica was first released in the 1.6 L 2T motor. The later 1975-1977 Celica was released with the 2.0 L 18R motor.
The very first entry for Celica in the World Rally Championship was in 1972 RAC Rally when Ove Andersson drove TA22 1600GTV into the ninth place.
Often called a "Japanese Mustang" because of the styling similarities to the Ford Mustang pony car including the triple bar tail lights that are a signature Mustang styling cue.
Second generation (1978-1981)
The second generation Celica was released in 1978 (production began in late 1977), and was again available in both Coupe and Liftback forms. The Coupe was no longer a true hardtop; both Coupe and Liftback had frameless door glass but featured a thick "B" pillar. From 1979 to 1981 the Griffith company in the USA offered a Targa style convertible conversion to the Coupe. 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 2000 were produced.
The second generation Celica can also be broken down into two series of release (known as Series A and Series B). These two Celica’s were only distinguishable by appearance - both having the same engine capacity. Series A Celica's (1977-1979) were released with round headlights and chrome bumpers for lower grades. The higher grades such as GT and all US models have black rubber bumpers. The Series B Celica (1980-1981) was released with square headlights and black rubber bumpers and various other 'minor' differences.
Power for North American models was provided by a 2.2 L 20R engine for both ST and GT models. Japan and other markets had 1.6, 1.8, and 2.0 liter powerplants. This new generation offered more safety, power and fuel economy than previous models, and was awarded Motor Trend's "Import Car of the Year" for 1978. Japanese models were ET, LT, ST, SE, XT, GT, and GTV. The GT and GTV have an 18R-G Twincam engine. In late 1978, the GTV was replaced by GT Rally.
Series B Toyota Celica 1980-1981
In 1980, a four-door version was announced, known as the Toyota Celica Camry. This model was a Toyota Carina with a Celica front end. The Camry was spun off as its own model two years later.
The limited edition "US Grand Prix" GT Liftback was offered in 1980. For 1981, the North American models were given a bigger engine 2.4 liter 22R. To celebrate the Celica 10th Anniversary, the GTA Coupe was released. This was basically a GT Coupe with 3 speed automatic transmission, special color, upgraded sound system and alloys.
There were about 70 different models of 2nd generation Celica ever sold in Japan, although at one time there were 49.
Third generation (1982-1985)
1982 saw the introduction of the third generation Celica. The car was available in coupe and liftback forms, with many buyers biased toward the liftback. Styling was changed considerably from previous models and power was provided by a 2.4 L 22-R or 22R-E engine in all North American models, while carbureted 2.0 L I4 engine (namely a 2S-G) was also used. Other engines for Japanese models were 1.6 liter 2T, 1.8 liter 3T and 1S, and 2.0 liter 18R-G. Trim levels are SV, ST, ST-EFI, SX, GT, and GT Rally.
In September 1982, the first Celica turbo was launched in Japan. The GT-T had a 1.8 liter 3T-GTE engine. To meet the FISA regulation for Group B Rally Car to compete in the World Rally Championship (WRC), 200 units Celica GT-TS were built. These were the basic car for Group B Celica Twincam Turbo (TA64) which built and rallied by Toyota Team Europe (TTE).
In 1983, Toyota added the GT-S model to the Celica line to re-inject the sports image that Celica had lost as it grew larger and heavier with each subsequent model. The GT-S included larger wheels and tires, fender flares, independent rear suspension, a sports interior including special seats, and a leather-wrapped steering wheel and shifter knob. There were also optional rear louvers for the coupe and liftback. The upgraded GT-S wheels are coveted as replacements by many people who own first generation Celicas as they remained four-lug and looked sportier than first generation rims while still providing the "classic Celica" look and feel.
Minor changes were given in late 1983 for the 1984 model year and distinguished by the redesigned front end, with fully-closed retractable headlights. Side vents, Hood, grille, tail lights, and bumpers were also new. The GT-R and GT-TR (turbo) were added to the Japanese lineup.
Fuel injection became standard on all North American Celicas, therefore the 22R engine became 22R-E.
The GT-S Convertible, built by American Specialty Cars (ASC) in California, was released in 1984.
In Australia, Toyota decided to use the 21R-C in the dulled down model Celica and the more powerful 22R-E in the sports model and Japanese 3T, as a result the car only turned out a mere 67 kW.
In Europe, the Celica was offered as 1600ST with 2T engine, 2000XT (21R), and 2000GT (18R-G).
In Japan, the Celica was offered many engines from the 2T, 3T, and 4A engine family.
Fourth generation (1986-1989)
Chassis code:
1.6 ST & 1.6 GT: AT160
2.0 ST: ST161
2.0 SX, GT & GT-S: ST162
1.8 ST-EFI & 1.8 SX: ST163
All-Trac/GT-Four: ST165
For 1986, the Celica was changed completely. It was an all-new vehicle with front wheel drive, a rounded, flowing body and new 2.0 L four-cylinder engines. In North America, the Celica was now available in ST, GT and GT-S trim as either coupe or liftback models, with the GT being offered as a soft-top convertible as well. ST and GT came with a SOHC 8 valve, 2.0 L, 97 hp 2S-E engine from the Camry, but quickly changed to an all new DOHC 116 hp engine (3S-FE) for the 1987 model year, also shared with the Camry. The GT-S was given a 135 hp version of the DOHC 2.0 L engine (3S-GE) featuring T-VIS.
Toyota Celica Convertible ST162
For the Japanese market Toyota introduced the "ultimate Celica", the GT-Four (ST165) in October 1986. With full-time all wheel drive and a turbocharged version of the GT-S 2.0 L engine producing 190 hp (3S-GTE), it immediately took its place as the flagship of the Celica range, and became the official Toyota rally car for all years of production. The GT-Four began exporting for 1988 model year, and marketed in North America as All-trac Turbo. The All-trac system, with its electronically controlled central locking differential, also was offered for a limited time on the Camry, Previa, and Tercel in North America.
In 1988, the ST163 with 4S-Fi engine was added into the Japanese line up in ST and SX trim levels. The 3S-FE powered 2.0 Z-R was positioned between SX and GT-R. However, in Australia the 2.0 SX with 3S-GE engine was the top of the line.
The ST165 GT-Four made its World Rally debut in the 1988 Tour de Corse and finished 6th. The first victory came in 1988 Cyprus (non-WRC), and the first WRC victory in 1989 Rally Australia.
In some European countries these models were available instead;
| Celica | Engine | hp | @rpm | Nm | @rpm | Weight(kg) | 0-100(km/h) | TopSpeed(km/h) |
| 1.6 ST | 1587 cc 8V Carb | 86 | 5600 | 136 | 3600 | 1005 | 12.4 s | 175 |
| 1.6 GT | 1587 cc 16V 4A-GE | 124 | 6600 | 142 | 5000 | 1560 | 8.9 s | 205 |
| 2.0 GT | 1998 cc 16V 3S-FE | 124 | 6600 | 142 | 5000 | 1460 | 8.9 s | 205 |
| 2.0 GT-S | 1998 cc 16V 3S-GE | 150 | 6400 | 180 | 4800 | 1130 | 8.6 s | 210 |
| 2.0 GT-Four | 1998 cc Turbo 16V 3S-GTE | 182 | 6000 | 249 | 3200 | 1465 | 7.9 s | 220 |
Fifth generation (1990-1993)
The fifth generation Celica was introduced in September 1989 for the 1990 model year. The Celica received revised styling, upgraded wheels and tires, and a more powerful GT-Four (US: All-Trac). Japanese domestic market (JDM) models were now S-R, Z-R, GT-R, Active Sports (with active suspension), and GT-Four. The S-R and Z-R were powered by a 3S-FE engine, while the GT-R and Active Sports came with a 3S-GE. The 3S-GTE in the GT-Four features an air-to-air intercooler and CT26 twin entry turbo to eliminate exhaust gas interference. The JDM GT-Four has 225 PS (165 kW) of power and 304 Nm of torque, a result of more aggressive ignition advance and ceramic turbine. The Full-time 4WD system in the GT-Four has viscous coupling limited slip center differential and Torsen rear differential.
1990 Toyota Celica ST Coupe AT180
The North American Celica had fixed door mirrors and amber front corner lights. All other models had folding mirrors and clear corner lights. The base model ST has 1.6 L 4A-FE, the GT and GT-S were powered by the 2.2 L 5S-FE. The GT-S and all export market GT-Four are wide-body Liftbacks with flared fenders. The JDM GT-Four was also offered as normal body. Trim levels for Europe are 1.6 ST-i, 2.0 GT-i 16, and GT-Four. The 2.0 GT-i 16 Cabriolet was offered only in certain European countries. For 1992, the wide body 2.0 GT-i 16 was offered in the Netherlands and Belgium. This is basically a GT-S with 3S-GE engine. Models for Australia are SX Coupe, SX Liftback, GT-Four, and also 150 units limited edition GT-Four Group A Rallye.
In August 1990, the wide body GT-Four A and Convertible were added into the Japanese lineup. Super Live Sound System with 10 speakers became standard on the GT-Four A and optional in other models except the S-R. The 20th Anniversary GT-R came in December 1990 to celebrate 20 years of Celica production.
1992 Toyota Celica GT Convertible ST184
The Celica Convertible was built by American Sunroof Corporation (ASC) in California. It was offered as GT in USA with 5S-FE engine, or as Type G in Japan, and 2.0 GT-i 16 Cabriolet in Europe with 3S-GE engine. The JDM Convertible also has 4WS. The European Celica Cabriolet retained the old style front bumper for 1992, and received the facelift in 1993.
There are three different gearboxes for ST185 GT-Four. The E150F with 4.285 final gear ratio was installed in the JDM and All-trac. European and Australian specs come with E151F with 3.933 ratio. The JDM only GT-Four Rally has E152F with close ratio on the 1st through 4th gear and 4.285 final ratio. All the RC/Carlos Sainz/Group A have E151F.
Anti-lock brakes (ABS) were available on the GT-S all four years and was available on the GT from 1992 to 1993. ABS, Leather interior, sunroof, and System 10 Premium Sound System are optional on the GT-S and '90–'92 All-trac, and standard on '93 All-trac. With its sport-style interior, power-operated driver's seat, auto tilt-away steering wheel, and cruise control as standard equipment, the All-Trac (known as the GT-Four outside of the US) was the most expensive Celica yet. With a 2.0 L turbocharged 3S-GTE producing 149 kW (200 bhp), it was also one of the most powerful Celicas made thus far.
The special rally edition of 5000 units was known as the GT-Four RC in Japan, Carlos Sainz (CS) in Europe (in honour of their famous WRC driver), or Group A Rallye in Australia. Special features include:
- a different intercooler (WTA as opposed to ATA) which Toyota Team Europe wanted so they could more easily tune their WRC car;
- different hood, the emphasis of which is to get rid of heat as fast as possible (instead of scooping in air, as is the case with the standard ST185 hood);
- different bumper that is much lighter than the standard one.
Out of 5,000 units, 1,800 were for Japanese market, 3,000 were allocated to Europe, 150 in Australia, 25 in Singapore, and very few made a trip to New Zealand and general markets.
| 5th Generation Models |
| Chassis Code | Model(s) | 2/4WS, FWD/4WD | Engine | Power | Torque | Markets | JDM price (¥1000) |
| AT180 | ST | 2WS, FWD | 4A-FE | 77 kW @ 6000 rpm | 138 Nm @ 3200 rpm | EU, NA, General | - |
| ST182 | 2.0 GT-i 16 | 2WS, FWD | 3S-GE | 118 kW @ 6600 rpm | 186 Nm @ 4800 rpm | EU | - |
| ST183 | Active Sports | 4WS, FWD | 3S-GE | 118 kW @ 6600 rpm | 186 Nm @ 4800 rpm | JP | 3200 |
| ST182 | GT-R | 2WS, FWD | 3S-GE | 118 kW @ 6600 rpm | 186 Nm @ 4800 rpm | JP | 1880 |
| ST183 | GT-R | 4WS, FWD | 3S-GE | 118 kW @ 6600 rpm | 186 Nm @ 4800 rpm | JP | 1970 |
| ST182 | Z-R | 2WS, FWD | 3S-FE | 93 kW | - | JP | 1608 |
| ST183 | Z-R | 4WS, FWD | 3S-FE | 93 kW | - | JP | 1698 |
| ST182 | S-R | 2WS, FWD | 3S-FE | 93 kW | - | JP | 1464 |
| ST183 | S-R | 4WS, FWD | 3S-FE | 93 kW | - | JP | 1554 |
| ST184 | GT, GT-S, SX | 2WS, FWD | 5S-FE | 97 kW @ 5400 rpm | 186 Nm @ 4400 rpm | NA, AU | - |
| ST185 | All-Trac, GT-Four | 2WS, 4WD | 3S-GTE | 149 kW @ 6000 rpm | 270 Nm @ 3200 rpm | All | 2685
3395 (GT-Four A Luxury) |
In August 1991 for 1992 model year Toyota facelifted the Celica. Changes included:
- Stiffer anti roll bar was added and suspension spring rates were increased;
- New three-way catalytic converter;
- Improved gear linkage and a shorter gearshift;
- New 5S-FE, producing 100 kW and 196 Nm of torque;
- Front discs were now 277mm and ventilated;
- The front-drive models (except for the North American GT-S, which used the same front bumper as the 4WD models) received a new style bumper;
- North American GT models received standard foglights;
- 15 in wheels on the Z-R, GT, and SX models fitted with Dunlop 205/55VR tires;
- Toyota (T) emblems on the hood and trunk;
- Taillights redesign (with smoke red frame);
- New round fog lights for JDM GT-Four A;
- Discontinued models: 4WS S-R, Active Sports, and normal body GT-Four.
Optional for the JDM cars are Cruise Control Package, SD Package and Luxury Package.
Sixth generation (1994-1999)
For 1994, Toyota completely revamped the Celica line. It was only available in ST and GT trims in the US for the 1994 model year, but the addition of the optional "Sports Package" to the GT produced GT-S-like handling. The ST had a new 1.8 liter 7A-FE engine, while the GT was powered by the carried-over 2.2 liter 5S-FE, which were also be found in the Corolla and Camry, respectively. In Canada, the GT Liftback with "sports package" is badged GT-S. Styling of the new Celicas was acclaimed by most publications as "Supra-esque" with four exposed headlights. Celicas were available in either notchback (coupe) or liftback form, with the GT sports package available only on the liftback. New safety equipment in the form of driver (and then later passenger-side) airbags was standard, and anti-lock brakes were available on all models. Many Celicas also sported CFC-free air conditioning.
Initially the Japanese domestic market (JDM) models were SS-I and SS-II. The ST205 GT-Four was launched in February 1994, and the Convertible in the Autumn of the same year.
Production of the All-Trac, or GT-Four ST205 as it was known outside the US, continued for the Japanese, Australian, European, and British markets. This version was to be the most powerful Celica produced to date, producing between 240-250 hp from an updated 3S-GTE engine. Influenced strongly by Toyota Team Europe, Toyota's factory team in the World Rally Championship, the final version of the GT-Four included improvements such as an all aluminum hood to save weight, four-channel ABS, an improved CT20B turbocharger, and Super Strut Suspension. The 2500 homologation cars built to allow Toyota to enter the GT-Four as a Group A car in the World Rally Championship also sported extras such as all of the plumbing required to activate an anti-lag system, a water spray bar for the front Intercooler and an extender spoiler mounted on risers. The car proved to be quite competitive in the 1995 World Championship. However, the team was banned from competition for a year after the car's single victory due to turbocharger fixing - a device that meant there was no air path restriction on the intake - when the jubilee clip was undone this would flick back in to place so as to go un-noticed by inspectors (or at least that was the plan!) Toyota have always claimed that they knew nothing of the fix - but opponents say it was one very cleverly engineered device! In some respects this car is a true sports car; in order to qualify for rallying it has a lot of special features and a unique strut arrangement (interestingly - so strange they replaced it with normal mcpheresons for rallies).
In Australia, the ST204 (2.2 liter) was offered in SX and ZR trim levels. The ZR has standard fog lights, alloys, and other features. The ST205 is the final GT-Four Celica which was only available in Australia in 1994. There was a limited delivery of only 77 ST205's with each vehicle including an individual numbered plaque in the cabin and Group A Rallye badges on the hatch.
1995 saw the introduction of the third generation convertible. Built off of the GT coupe, the conversion took place in the ASC facility in Rancho Dominguez, California. The vehicle arrived in the US as a partially assembled vehicle. At ASC, the roof was removed and a three-layer insulated and power-operated top was installed, producing a vehicle that was virtually water and windproof.
1996 Toyota Celica 1.8 ST AT200
In August 1995, the SS-III was added into Japanese line up. The 1996 Celica received optional side skirts to improve its aerodynamic efficiency, as well as a redesigned rear spoiler. Also available were optional driving lights in the redesigned grille area (standard on GT models). To celebrate 25 years of Celica, the SS-I and SS-III Special Edition were released in Japan, and the 25th Anniversary ST Limited and GT Convertible marked this occasion in the USA.
For 1997, the only change in the North American Celica was the discontinuation of the GT coupe. Another minor change was given to JDM Celica in December 1997. Projector headlights are optional for all models. The 3S-GE engine on SS-II and SS-III received VVT-i, the SS-III was given a BEAMS Tuned 3S-GE engine. WRC style high rear spoiler returned on the GT-Four and also standard on the SS-III.
In 1998, the underpowered ST model was discontinued, leaving only GT models. In addition, the GT coupe returned after a year's absence. The Celica lineup was simplified even further for 1999 by eliminating all coupes, leaving only the GT Liftback and GT Convertible. The GT-Four was still offered in Japan. Also in 1999, Toyota released pictures of their XYR concept car, which would soon become the next Celica.
Seventh generation (2000-2005)
In 2000, Toyota began production and sales of the seventh generation Celica. It closely resembled the XYR concept with the exception of the front bumper and rear spoiler. The 2000 Celica was an element of Toyota Project Genesis, an effort to bring younger buyers to the marque in the United States.
The Celica came in two different models. The ZZT230 powered by an economical 1.8 L 4-cylinder 140 hp 1ZZ-FE engine and the ZZT231 powered by a higher-performance 1.8 L 4-cylinder 181 hp 2ZZ-GE version, co-developed with Yamaha. Both of these engines featured Toyota's signature VVT-i (Variable Valve Timing with Intelligence) system, which continuously varies the camshaft timing.
For 2003 model year, the Celica received a face lift, with a revised front bumper, revised tail lights, and the addition of several new colors to the lineup. The GT-S was also now equipped with a drive-by-wire (DBW) throttle body in the manual transmission model.
North America
In the USA and Canada the base model with 1ZZ-FE engine is called GT, and the higher performance model with 2ZZ-GE engine is GT-S. The GT-S had a more extensive and advanced system called VVTL-i (Variable Valve Timing with Lift and Intelligence), which is similar to the VVT-i except until 6100 rpm, when maximum intake valve lift is increased a fraction further to provide an increase in top-end power, accounting for the 41 hp difference. The GT was available in both a 5-speed manual and 4-speed automatic and the GT-S was available with a close-ratio 6-speed manual and a 4-speed manually shiftable torque converter automatic by Tiptronic.
Unfortunately, Toyota was too late to the sport compact party. However, the Celica enjoyed the spotlight for about a year or so, being that it was one of the few vehicles offering 100 hp/L for under $27,000 USD. In 2001, Honda released its Integra replacement, the Acura RSX for the 2002 model year, the Type-S model with a 2.0 L 4-cylinder 200 hp engine, which competed directly with the Celica GT-S. In 2004, for the 2005 model year, the RSX Type-S raised the hp to 210.
In 2002 Toyota also made some changes on the Celica GT-S, with the revs being limited to 7800 rpm, down from 8250 rpm on the original 7th generation. (The RHD Celicas did not incur the reduction in the redline rpm) This difference results in a big hit to performance, as the 2ZZ is primarily a high-revving engine.
In July 2004, Toyota announced the Celica (as well as the MR2) would be discontinued in the United States at the end of the 2005 model year because of increasing competition and lack of sales. [1] Celica sales hit 52,406 units in 2000, but dropped sharply to 14,856 in 2003. Just 8,710 Celicas were sold in 2004, and only 3,113 were sold in 2005. Many attribute the 2004 loss in sales to the introduction of the cheaper Scion tC.
Japan
Japanese models continued to carry SS-I and SS-II trim levels. The SS-I is powered by 1ZZ-FE engine, SS-II comes with 2ZZ-GE engine. The SS-II also can be ordered with Super Strut Package with super strut suspension, rear strut bar, 16-inch alloys, metal pedals, and colored rocker panels. The SS-II has climate control AC with digital display. Optional is the choice of Elegant Sports Version with front lip spoiler and headlight cover, or Mechanical Sports Version with full body kits. The JDM Celica got minor change in August 2002.
| 7th Generation Models as of 2002, |
| Chassis Code | Model(s) | Drivetrain | Engine | Power | Torque | Markets | price (¥1000) |
| ZZT230 | SS-I | FWD MT | 1ZZ-FE | 145 PS @ 6400 rpm | 170.64 Nm @ 4200 rpm | JPN | 1730 ($14400) |
| ZZT231 | SS-II | FWD MT | 2ZZ-GE | 190 PS @ 7600 rpm | 180.44 Nm @ 6800 rpm | JPN | 2020 ($16800) |
| ZZT231 | SS-II super strut package | FWD MT | 2ZZ-GE | 190 PS @ 7600 rpm | 180.44 Nm @ 6800 rpm | JPN | 2250 ($18700) |
Europe
All the European models have the 6-speed manual transmission, and was just marketed as 1.8 VVT-i and 1.8 VVTL-i 190 or T-Sport, which are the GT and GT-S, respectively.
In 2005, Toyota GB released the Celica GT. This is not the same as GT in North America. The British GT is actually the T-Sport with additional body kits and bigger alloys.
| 7th Generation Models as of 2006, pricing for UK market |
| Chassis Code | Model(s) | Drivetrain | Engine | Power | Torque | Markets | price |
| ZZT230 | 1.8 VVTi | FWD MT | 1ZZ-FE | 142 PS @ 6400 rpm | 173 Nm @ 4200 rpm | UK, EUR | £16,670 ($32,824) |
| ZZT231 | 1.8 VVTLi T Sport | FWD MT | 2ZZ-GE | 191 PS @ 7600 rpm | 180.44 Nm @ 6800 rpm | UK, EUR | £21,195 ($41,711) |
| ZZT231 | 1.8 VVTLi GT | FWD MT | 2ZZ-GE | 191 PS @ 7600 rpm | 180.44 Nm @ 6800 rpm | UK | £22,640 ($44,560) |
Asia Pacific
In Australia, the Celica was only offered with 2ZZ-GE engine in two trim levels, SX and ZR. The ZR has standard fog lights, 16-inch wheels, and aluminium pedals. Sportivo body kits which is the same as Mechanical Sports Version in Japan, or Action Package in the USA are available. The Australian spec is also sold in New Zealand. Although not officially imported by Toyota, there are many JDM models sold in Singapore and Indonesia. In Thailand and Hong Kong, the Celica is offered in one trim level similar to Australian ZR with 2ZZ-GE engine.
Exporting of the Celica ceased in July 2005. However until mid-May, customers could still order one, although it was advised they took action before that time ended. Overseas the Celica received a small restyling, with new bumpers and headlamps, continuing its sales.
The last Celica was rolled off production line on April 21, 2006.
