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68-608: From 1983 until 1988, Dan Gurney's team entered cars in the IMSA GTO and GTU divisions, with Toyota Celicas as the basis for their cars. After claiming the driver's and constructors' championships in the GTO division in 1987 with driver Chris Cord , and a third place in the division the following year, the AAR team switched to the IMSA GTP division for 1989. The team used two types of cars;

136-400: A 45 degree to near vertical slope on the top-hinged tailgate (often called, and even counted as, a rear 'door' on hatchbacks). As such, a liftback is essentially a hatchback with a gently sloping roof, with a side profile like that of fastback sedans , from an auto styling perspective. Some liftbacks, especially two-door models, may also have an appearance similar to a coupe , but with

204-528: A 5th-place finish at the following event at the Mid-Ohio GTP race. The HF89 did not finish any other races that season. By 1990, the Eagle HF89 replaced the 88C, and chalked up its first win at the 1990 IMSA Topeka GTP event, with Juan Manuel Fangio II driving. The team followed up with three more wins: Sears Point , as well as temporary street course races at San Antonio and Del Mar . While

272-593: 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. Conversions were Toyota-approved and carried out from mid-1980 by

340-472: A boot / trunk tailgate hinged at the roof end, that is lifted including the rear window to open. Carmaker Saab used this in the marketing of their 900 liftback models, by calling them Combi coupé . The liftback design combines a sedan or coupé with the rear hatch versatility of a hatchback. Liftbacks generally have more cargo space than the typically shorter bodied hatchbacks, and more space-use flexibility than conventional three-box sedans – but don't offer

408-668: A company called Tropic. The Japanese model grades were ET, LT, ST, SE, XT, GT, and GTV. The GT and GTV have an 18R-G twincam engine. In August 1978, the GTV was replaced by the GT-Rally, a limited edition model that had a 1.6-liter 2T-GEU or 2.0-liter 18R-GEU engine, special grill, special bumpers, black interior (against the norm of colored interiors of the time) and was only available in white or lime green paint. There were about 70 different variants of second-generation Celica sold in Japan over

476-568: A five-speed manual or a three-speed automatic. The suspension was also quite soft and the recirculating ball steering came in for some criticism for its vagueness. Both the coupé and the liftback bodywork were available in Australia. Across Europe, the Celica was offered with the 1.6-liter, 2.0-liter, and 2.0-liter Twincam engines. Trim levels were 1600 LT, 1600 ST, 1600 GT, 2000 ST, 2000 XT, and 2000 GT. In April 1978 Toyota began production of

544-645: A leather-wrapped steering wheel and shifter knob. Most of these came from the Supra. From the windshield back, both cars were nearly identical when in Liftback form. There were also optional rear louvers for the coupe and Liftback. The Celica was facelifted in August 1983 for the 1984 model year. The revision included fully retractable headlights , restyled grille, and airdam. The rear combination lamps were also revised. The Japanese Celica 1600 GT got new 4A-GE engine, and

612-670: 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

680-819: A platform shared with the Carina sedan which is one size above the Toyota Corolla , and a shared size with the Toyota Corona , according to Automobile Magazine , the Celica was based on the Corona platform. This car was aimed at the North American market and was Toyota's response to the 1964½ Ford Mustang ( Pony car ) which also was based on the standard sedan with stylized 2+2 bodywork. In Japan where different dealer chains handle different models

748-466: A result, the hatch is lifted more upwards than backwards to open, a lifting action. Liftbacks were the mainstay of manufacturers' D-segment offerings in Europe in the 1990s to late 2000s, having become popular in the 1980s. It was common for manufacturers to offer the same D-segment model in three different body styles: a 4-door sedan, a 5-door liftback, and a 5-door station wagon. Such models included

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816-506: Is a four-door sedan rather than a coupe or Liftback. Toyota replaced the Celica Camry upon the arrival of the front-wheel drive Toyota Camry (V10) in 1982. 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 U.S.-made convertible came in 1984. Styling was changed considerably from previous models and power

884-485: 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 . Produced across seven generations, the Celica was powered by various four-cylinder engines, and body styles included convertibles , liftbacks , and notchback coupé . In 1973, Toyota coined

952-450: Is distinguishable by its copper brown / beige two-tone paint and a "GTA 10th anniversary" plaque on the center console. The Canadian models were similar to the U.S. models, but the Liftback was also offered in the more affordable ST trim, instead only the higher GT trim in the U.S. 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

1020-546: Is no "B" pillar in the Liftback, the rear quarter windows are fixed in place and do not roll down (as they do in the hardtop coupe). The Liftback was often called the Japanese Mustang or the Mustang Celica . The liftback styling has similarities to the 1969 Ford Mustang fastback, including C-pillar louvers and the vertical bar tail lights that are a signature Mustang styling cue and pay overall homages to

1088-635: 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. Although there

1156-800: The Audi A4 and Audi A6 sedans had liftback variants known as the Audi A5 Sportback and Audi A7 Sportback, respectively. Interestingly, the Audi A7 Sportback would give rise to the Audi A7L which was an extended-wheelbase sedan of the former. However BMW's liftback variants of the BMW 5 Series (F10) and BMW 5 Series (G30) , sold as the BMW 5 Series Gran Turismo (F07) and as the BMW 6 Series (G32) , were not successful. The second-generation Škoda Superb , produced from 2008 until 2015,

1224-700: The Ford Mondeo , the Mazda 626 and 6 , the Nissan Primera , the Opel Vectra and Insignia , and the Toyota Carina and Avensis . There were also models in this market segment available only as a 5-door liftback or a 4-door sedan, and models available only as a 5-door liftback or a 5-door station wagon. Often, the liftback and the sedan shared the same wheelbase and the same overall length, and

1292-656: The 1.6-liter TA27 (2T engine family). Model grades were ST and GT. The Liftback model was then exported to many Asian countries and Europe in RHD form as the RA28 or TA28 with either a 18R 2.0-liter or 1.6-liter 2T-B engine. After the October 1975 facelift it was available in both RHD and LHD forms in other markets. The RV-1 "concept" wagon was also shown at the 1971 Tokyo Motor Show but it did not reach production. The Japanese domestic market GT models had various differences from

1360-644: The 1600 GT-R also powered by the same motor was introduced. Another new model was the turbocharged 1800 GT-TR. The GT-S convertible, built by American Sunroof Company (ASC) in California, was originally released in a limited 200 units in 1984. 4,248 more were built for the 1985 model year. For the European continent, the Celica was offered as 1600 ST with 2T engine and live rear axle (TA60), 2000 XT with 21R engine (RA61) and 2000 GT with 18R-G engine (RA63). The UK models were 2.0 ST for early version and 2.0 XT for

1428-446: 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. The 1974 18R-C engine's durability

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1496-426: 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. For the Japanese market, the cars also featured a different front end treatment with the introduction of a flat front section (similar to, but not interchangeable with later model Celica,). 1976 brought the largest update to the model. The wheelbase of

1564-561: 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

1632-511: The 2.6 or with a 125 PS (92 kW) 2.0 L 12-valve SOHC inline-six engine ( M-EU ). Toyota launched the Celica Camry, a four-door sedan , in the Japanese market during January 1980. This model was essentially a second-generation 1977–1981 Toyota Carina (A40 and A50) with an elongated front-end styled to resemble the 1978–1981 Celica XX , known as the Celica Supra in export markets. Unlike other Celicas, this Carina-derived model

1700-466: The 22R engine became 22R-E (or 22R-EC with California emissions equipment). 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 included larger 14x7-inch wheels and 225/60HR14 tires, fender flares, independent rear suspension, a sports interior including special seats, and

1768-463: The Celica was available in three different trim levels; the LT, ST and GT. At its introduction the Celica was only available as a pillarless hardtop notchback coupé , adopting " coke bottle styling ". The prototype SV-1 Liftback was shown as a concept car at the 1971 Tokyo Motor Show and with slight modifications this was introduced in Japan in April 1973 as the 2-liter RA25 (18R engine family) and

1836-480: The Celica was exclusive to Toyota Corolla Store Japanese dealerships. The Celica filled a market position previously held by the 1965–1969 Toyota Sports 800 , when Toyota Corolla Store locations were previously known as Toyota Public Store then renamed in 1966 as Toyota Corolla Store . The initial trim levels offered were ET (1.4L 4-speed), LT, ST (1.6L 4-speed, 5-speed manual, or 3-speed automatic) and GT (1.6L 5-speed) with GTV added in 1972. For export markets

1904-650: The ET, LT and ST including the hood flutes, power windows, air conditioning and specific GT trim but shared a few things with the ST—a full-length center console and oil pressure/ammeter gauges—while the LT had warning lights for these functions. With the exception of the American market, the GT had a 1588 cc 2T-G twincam engine or a 1968 cc 18R-G, which not available on the ET, LT or ST and always had 5-speed manual gearbox. Typically for

1972-477: The GT to reduce weight. The GTV came with the same 2T-G engine, but with a thicker front sway bar & firmer suspension for better handling. Later in 1973 Japanese GTVs had a roof console "OK" monitor with a map light and a cluster of trouble indicators which detected blown brake bulbs, brake fluid level, main fuse & a floor console engine oil temperature gauge. The first-generation Celicas can be further broken down into two distinctive models. The first of these

2040-816: The IMSA Camel Continental VIII at Watkins Glen . At the following GTP race at Laguna Seca , the Eagle MkIII made its race debut with AAR, which would eventually replace the Eagle HF89. The final race for the Eagle HF89 was at the IMSA GT race at Portland , where it finished in third place. Note: All specifications from "JOHN STARKEY CARS :: GRYFON INC" . Archived from the original on 2008-10-13 . Retrieved 2009-02-27 . Toyota Celica The Toyota Celica ( / ˈ s ɛ l ɪ k ə / or / s ɛ ˈ l iː k ə / ) ( Japanese : トヨタ・セリカ , Hepburn : Toyota Serika )

2108-523: The Japanese market GTs had 18R-G motors that were mated to a Porsche designed closer ratio P51 5 speed gearbox whereas export models had the W-50. For the American market only the GT had only a single cam engine (2000 cc 18R or 2200 cc 20R) with a choice of automatic or 4 speed manual gearboxes on early models then upgrading to the W-50 5 speed in 1974–1977. There was also the GTV version which introduced in 1972 with slightly less luxurious interior than

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2176-652: The Mark I Toyota Supra in Japan, as the Toyota Celica XX . It debuted in the United States and for the 1979 model year. The U.S. 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 ). Simultaneously the Japanese Celica XX (chassis code MA45) was offered with a 140 PS (103 kW) version of

2244-490: The ST and lasted through the 1975 model year. For the 1975 model year, U.S. spec Celicas retained the 1974 body but received federally mandated 5-mph bumpers front and rear. Body-color urethane panels filled in the cutouts previously occupied by the smaller chrome bumpers. 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

2312-676: The Supra. Lightly altered versions of the Celica were also sold through as the Corona Coupé through the Toyopet dealer network from 1985 to 1989, and as the Toyota Curren through the Vista network from 1994 to 1998. Displayed at the October 1970 Tokyo Motor Show together with the Toyota Carina and marketed from December of the same year, the Celica was a two-door hardtop coupé that emphasized styling and driving enjoyment. Based on

2380-523: 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 liftback version also included these changes. The fastback -styled hatchback , called

2448-421: The car's drive layout was changed from rear-wheel drive to front-wheel drive , and all-wheel drive turbocharged models were manufactured from October 1986 to June 1999. Variable valve timing came in certain Japanese models starting from December 1997 and became standard in all models from the 2000 model year . In 1986, the six-cylinder Celica Supra variant was spun off as a separate model, becoming simply

2516-415: The earlier 1971–73 arches commonly referred to as thin lipped and the later 1974–77 as flat lipped. The North American Celica was equipped with federally mandated safety equipment such as an energy-absorbing steering column and seat belts. These were optional in some overseas markets. The A40 automatic transmission became an option on North American ST and LT models starting in the 1973 model year. For 1975

2584-530: 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. Japan also used these bumpers for the Liftback GT, but not lesser grades or the coupe, from 1976 to 1977. Other changes done during

2652-530: The engine for the North American Celica is the 2.2 liter 20R. 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 LT was marketed as an economy model. 1974 saw minor changes in the Celica's trim and badges and slightly different wheel arches,

2720-512: The facelift. All 60-series Celicas intended for the UK market were powered by the 21R engine. In Australia, Toyota decided initially to use the 21R-C in the Celica. As a result, the car only turned out 67 kW (90 hp). However, for the facelift model, it was replaced by the quicker 73 kW (98 hp) 2S-C motor, now in combination with independent rear suspension rather than the traditional live axle differential. This version, model code SA63,

2788-452: The full rear overhang length of a conventional sedan trunk was retained on the five-door liftback version of the car. The term was sometimes used for marketing purposes, among others, by Toyota , for example, to distinguish between two 5-door versions of the E90 series Corolla sold in Europe, one of which was a conventional 5-door hatchback with a nearly vertical rear hatch while the other one

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2856-571: 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 Toyota Celica Liftback GT won Motor Trend Car of the Year (Imported Vehicle) in 1976. The Celica RA23, TA23, RA28, and TA28 had

2924-588: 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. The 1976-77 North American Celicas lost their ammeter and oil pressure gauges; they were replaced by warning lamps in the gauge cluster. Up until 1976, U.S. Celicas got either wheel covers (ST, LT) or styled steel wheels with trim rings (GT) in the 13-inch size. Starting in 1976, all Celicas got 14-inch styled steel wheels, with trim rings (GT) or without them (ST and LT). For 1976–1977,

2992-573: 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 2T-G that powered the high-end GT / GTV model was a DOHC 1600 cc engine equipped with twin Mikuni-Solex Carburetors. 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-C engines. For 1975–77,

3060-413: The model's lifetime. At its pinnacle in 1979, Toyota retailed 49 versions at once. Power for North American models was provided by a 2.2 L SOHC 20R 4-cylinder engine for both ST and GT models. 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. In 1980, the limited edition U.S. Grand Prix GT Liftback

3128-418: The muscle-car era. 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

3196-439: The non-U.S. 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. Peak power was about 100 kW (134 hp) at 6000 rpm. 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

3264-448: The other chassis was a TOM'S Toyota 88C car (an FIA Group C -based car). Both were powered by a turbocharged , 2.1-liter inline-4 engine producing approximately 600 horsepower , which was similar to the engines AAR used in their IMSA GTO and GTU cars. The "Eagle" marque was used by Dan Gurney's AAR team to denote their racing cars, the "HF" comes from the initials of the designers' surnames, H opkins and F ujimori, and 89 from

3332-432: The rear seats and the fuel filler was moved from a concealed location between the tail lights to the left "C" pillar. Other changes included changes to the front and rear badges, the relocation of the towing hooks, changes to the color of the wing mirrors (on cars equipped with sports type mirrors) and changes to the centre console on ST and GT models. In 1974, for the 1975 model year, the North American spec Celica retained

3400-465: The roof, as opposed to the regular hardtop coupe variation which was introduced three years earlier. As its roofline slope is uninterrupted, it can also be defined as a fastback -styled hatchback. The term fastback is not interchangeable with liftback . A liftback is defined as having a tailgate that is hinged from the roof, similarly to a hatchback, whereas a fastback is a broad styling term used to describe any car with an uninterrupted slope in

3468-417: The roofline from the roof to the rear bumper . Thus, although some liftbacks are fastbacks, not all liftbacks are necessarily fastbacks. Additionally, some fastbacks have a tailgate hinged below a fixed rear window, which is not characteristic of a liftback. Some feel the slope of the rear window is a key determinant in the term liftback , in which the rear cargo door, or hatch, is horizontally angled. As

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3536-400: The space of a more square and boxy station wagon / estate variant of the same model. The aerodynamics of liftbacks can be more closely tear-drop shaped than those of hatchbacks, which due to their steeper down-sloped rears, more often end with a type of Kammback . In 1973, Toyota invented the liftback term to describe the sloping roofline variation of the Celica with a tailgate hinged at

3604-500: The team experienced some success in 1989 and 1990 with the HF89 and HF90 evolution, the chassis had a very small margin for setup error - in the words of driver Juan Manuel Fangio II , "When were in the window, the car was good in every way, but out of the window, the car was not right at all." This led the team to prepare a clean-sheet design for 1991 - the Eagle MkIII . In 1991, the HF89 won its final IMSA GTP race with Fangio driving, at

3672-557: The term liftback to describe the Celica fastback hatchback , and used the name Liftback GT for the North American market. Like the Ford Mustang , the Celica concept was to attach a coupe body to the chassis and mechanicals from a high volume sedan, in this case the Toyota Carina . The first three generations of North American market Celicas were powered by variants of Toyota's R series engine. In August 1985,

3740-529: The twin-cam motor all of which quickly halted any notion of the GTs becoming a staple in the Celica family in Australia. 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

3808-489: The two-digit year of its initial competition. Four chassis were constructed, and two were modified in 1990 and reclassified as HF90. The car made its debut at the 1989 IMSA Miami GTP race (car #99), but retired from the event with an engine timing belt malfunction. The team concentrated its efforts on the #98 car; AAR would not enter the HF89 until the Lime Rock GTP race. The car then completed its first race with

3876-501: Was a 5-door liftback. Audi , BMW and Mercedes-Benz were not part of this trend in the 1990s, as they did not offer their D-segment or executive cars as 5-door liftbacks back then. However as some other manufacturers started to retire D-segment liftbacks from their European lineup, starting around 2009 Audi and BMW started to sell liftback versions of some of their vehicles but with their own marketing terms, referring to them as Sportback (Audi) or Gran Turismo (BMW). For instance

3944-412: Was improved somewhat, but the 20R introduced for 1975 proved to be a better engine in most respects. 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

4012-408: 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 A40 Celica was also the first Japanese production car to feature glass which curved in all three dimensions. The early or pre-facelift second-generation Celica

4080-464: 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. This generation offered as standard equipment a new windshield wiper and headlight switch installation, with the controls operated by levers attached to the steering column. From 1979 until 1981 the Griffith company in the U.S. offered

4148-664: Was offered due to Toyota's connection to the U.S. 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 96 hp (71.6 kW), 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. The GTA

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4216-478: Was offered for this generation Celica. The Australian, European, Japanese, and general export model Celicas came with rear side vents, while the North American versions received red conspicuity lights on the rear quarter panels. 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

4284-409: Was only sold in 1983 and 1984 and only in Australia. The 2.0 was then replaced by the injected 2.4-liter motor (22R-E, model code RA65) which provided 87 kW (118 PS; 117 hp). Liftback A liftback is a variation of a hatchback car body style, with a more gently sloping roofline, roughly between 45 and 10 degrees, whereas traditional or archetypal hatchback designs tend to use

4352-486: Was provided by a 2.4 L 22R or 22R-E engine in all North American models, while smaller engines were used in other countries. The 2.4 L became the biggest 4-cylinder engine offered in any Celica ever. Other engines were the 1.6-liter 4A, 1.6-liter 2T, 1.8-liter 3T, 1.8-liter 4T, 1.8-liter 1S, 2.0-liter 2S, 2.0-liter 18R-G and 2.0-liter 21R, depending on the particular market. Trim levels for the Japanese market were SV, ST, ST-EFI, SX, GT, and GT Rally. Rack and pinion steering

4420-519: Was released with round headlights and chrome bumpers for lower grades. The higher grades such as the Japanese GT and all U.S. 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 U.S. spec cars. The facelift model front end

4488-423: 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. It was similarly equipped as

4556-421: 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. Japanese buyers did pay a higher annual road tax for engines over 1.5 liters while staying under the 2.0 liter threshold. In some markets,

4624-494: 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. They had a 95 inches (2,400 mm) wheelbase. 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

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