Used Car review: Toyota Celica
From sleek coupé to rally legend and back, the Toyota Celica changed a lot during its lifespan. It was killed off last year, but in 1986 the sleek styling and sporty looks of the fourth incarnation made a big impact.
If you want one, there’s a choice of two engines. The 147bhp 2.0-litre GT comes with either a five-speed manual or three-speed auto transmission, while the 182bhp GT4 is only available with a conventional box.
You’ll be hard-pressed to find unmolested examples of either car – even if mods only extend to a set of aftermarket alloys – so an impeccable service history is essential.
Celica (fifth generation)
The more refined styling of the fifth-generation Celica was a hit, despite the car’s 100kg weight gain over the previous model. The 2.0-litre and turbo engines were continued, although the GT now came with 160bhp, while the GT-Four had 200bhp. An auto was available on the lesser model, but the GT-Four was exclusively manual.
A facelift in 1991 included stiffer suspension, plus a three-way catalytic convertor, bigger brakes and larger wheels for the GT. Cabrios and four-wheel-steering-equipped cars are available, but these will be grey imports.
All UK-spec GT-Fours are wide-bodied with flared arches – and the most desirable is the Carlos Sainz edition. Launched in 1992 and sold until the fifth generation was replaced, the car is named after the Toyota rallying legend. It has a number of detail changes changes requested by the firm’s competition arm, including a new bonnet, front bumper and water-to-air turbo intercooler.
With all this complexity, a full service history is vital, so check the paperwork carefully. Cambelts should be replaced every 60,000 miles, but many owners swap them sooner. Regular oil changes are a must, too: 9,000 miles is recommended, but 5,000 is preferable. The GT-Four was a gearbox wrecker, so check for wear or have the car inspected professionally.
Expect to pay between £600 and £2,000 for a GT and £800-£3,000 for a standard GT-Four.
The late-model Sainz editions attract a £500 premium over the regular GT-Four, but finding an unmodified original car can be tricky.
Celica (sixth generation) Love-it-or-loathe-it looks marked the debut of the next Celica in 1994. Curvy styling, twin headlights, an updated interior and improved spec for the 173bhp GT make it a better appointed car. The 152mph GT-Four’s revamped engine produces 240bhp – although it’s thirsty, returning around 29mpg on motorway runs.
All GT-Fours will have air-con, but it’s an opti
Toyota Celica
on on the GT. Don’t pay over the odds for it, though, because GTs equipped with it usually sell for the same price as those that don’t.
The 114bhp 1.8-litre ST offers cut-price style for those who don’t mind the 10-second slog from 0-60mph. Expect to pay a dealer £2,800 for a P-reg ST, but we’ve seen cars fetching £1,200 privately. The pretty GT-based convertible was introduced in 1997 along with the 1.8-litre 25th Anniversary edition based on the ST. Budget between £3,600 and £5,300 for a forecourt convertible, or £3,000-£4,500 privately.
The GT-Four is ripe for modding, so watch for performance tweaks. The gearbox and clutch are weak – and expensive to replace – so have these checked. Cambelts need to be switched every 60,000 miles or sooner, and oil changes should be every six months or 5,000 miles.
Providing you can afford the maintenance costs, fuel bills and insurance, the GT-Four is the pick of the bunch. The 195-litre boot is considerably less than the GT’s 283 litres, but is far better with the rear seats folded. UK-spec GT-Fours are more desirable than grey import versions, and fetch between £4,500-£6,000.
Under-bonnet tweaks are common, too. Induction kits are a popular addition and replacement pipework between the GT4’s intercooler, turbo and inlet manifold should be expected, because it wears out. However, beware of aftermarket boost controllers: increasing turbo pressure is an easy way to gain power, but go too far and it can cause serious damage.
Check for intercooler air leaks, inlet manifold cracks and oil anywhere on the turbo housing. Also look for fluid leaks on the block or cylinder head.
Rust is a major problem, so examine the sills, wheelarches, sunroof, rear hatch and suspension mounts. Noises from the rear point towards a worn diff mount (£120) or pinion bearing (£250).
