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Turbo Formula 1 cars from around the mid 80’s, Ayrton Senna’s JPS Lotus and Nikki Lauda’s McLaren MP4/2, Alboreto’s Ferrari, Arnoux Renault, Derek Warwick and Eddie Cheever, Thierry Boutsen’s Arrows A9 BMW 1500cc Turbo, Fabi’s and Patrese’s Benetton, among a few at Goodwood. read more

Toyota Celica

Toyota CelicaThe first generation Toyota Celica GT is the one that does it for me, with a some subtle mods and tuning it turns a reasonably ordinary car into something that stands out in the crowd. Spanning over 30 years and selling millions the Celica can’t be bad for Toyota.

The =&0=& name has been applied to a series of coupes made by the Japanese company Toyota. The name is ultimately derived from the Latin word coelica meaning “heavenly” or “celestial”. In Japan, the Celica was exclusive to Toyota Japanese dealerships Toyota Corolla Store.
Throughout its life span the Celica has been powered by various four-cylinder engines. The most significant change occurred in August 1985, 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. The four-wheel drive turbocharged model called =&1=& worldwide (All-Trac Turbo in the US) was produced from 1986 to 1999. Variable Valve Timing came in certain Japanese models starting in December 1997, 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 =&2=&). The Celica was available as notchback and liftback coupes, as well as a convertible.

First Generation / A20/35 Series (1970–1977)
Displayed at the October 1970 Tokyo Motor Show and marketed in December of the same year, the Celica was a personal car that emphasized styling and driving enjoyment. Japanese models were ET, LT, ST, GT, and GTV (which was introduced in 1972, the V standing for Victory). The platform was shared with the Toyota Carina, a vehicle exclusive to Toyota Store Japanese dealerships.
For export markets, the Celica was offered in three different levels of trim; =&3=&, =&4=& and =&5=&.
At its introduction the Celica was only available as a pillarless hardtop notchback coupe. The =&6=& liftback was shown as a concept car at the 1971 Tokyo Motor Show. With slight modifications, this was introduced in Japan in April 1973 as the 2-litre RA25 and 1.600 L TA27 liftbacks. It was then exported to Europe in RHD form as the 1.6-litre liftback. After the October 1975 facelift, it was available in both RHD and LHD forms in other markets. The =&7=& wagon was also shown at the 1971 Tokyo Motor Show but it did not reach production.
The Japanese GT models had various differences from 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.
There was also the =&8=& version, which differed from the GT with 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. 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 was the 1976 model year. 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.
In some markets, the lower-end LT was equipped with the single carbureted four-cylinder 2T engine displacing 1,600 cc, while the ST came with a twin downdraft-carburetor 2T-B engine. The 2T-G that powered the high-end GT model was a DOHC 1,600 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, the engine for the North American Celica is the 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 and slightly different wheel arches. The A30 automatic transmission became an option on North American ST and LT models starting in the 1973 model year. For 1975, the 1974 body was used, but body-color plastic fascia and sturdier chrome and black rubber bumpers, replaced the chrome bumpers used in the earlier cars (in accordance with US Federal bumper laws). 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 was improved somewhat, but the 20R introduced for 1975 proved to be a better engine in most respects.

1972 Minor Update
In August 1972, the tail lights were updated from 1 piece tail light (affectionately called 1-tail) to tail lights with distinctive turn signals. The rear center garnish was also redesigned. The fuel tank was moved from the trunk bottom to behind the rear seats; the fuel filler was moved from a concealed location between the tail lights to the left C pillar.

Liftback
The =&9=& was introduced for Japanese market in April 1973, but not until 1976 for export models. Models for home market Liftback were 1600ST, 1600GT (TA27), 2000ST, and 2000GT (RA25 and RA28). The American Liftback was only offered as GT (RA29) with a 2.2-liter 20R engine. All the Liftback models have flat noses. Although there is no “B” pillar in the Liftback, the rear windows do not roll down (as they do in the hardtop coupe).
The Liftback was often called the “Japanese Mustang” or the “Mustang Celica” because of the styling similarities to the Ford Mustang pony car, including the triple bar tail lights that are a signature Mustang styling cue and the overall homages to the muscle-car era.

Facelift export models
In October 1975, The entire Celica lineup was given a facelift, with a revised front bumper and grille arrangement. The new model codes for facelift hardtop coupe were RA23 for general worldwide market with 18R engine, or RA24 for the American spec with 20R engine. The Liftback were coded RA28 for worldwide or RA29 for US. Also available was the TA23, which was similar to the RA23, but with the 2T engine. The RA23 and RA28 had a more distinctive bulge hood, which was lacking in the TA22 or RA20 Coupe and in the TA27 and RA25 Liftback Celica. The TA22 Celica also had removable vents mounted in the hood, 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 non-US GT Liftback was released with the 18R-G Twincam engine with a Yamaha head and running gear. This engine produced significantly more power than the 18R-C. Peak power was about 134 hp at 6,000 rpm.
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.

Second generation (A40, A50; 1977–1981)
The second generation Celica was released for 1978 model year (production began in late 1977), and was again available in both Coupe and Liftback forms. Interestingly, it was designed in the United States by Toyota’s Calty Research Design studio in California. The Coupe was no longer a true hardtop; both Coupe and Liftback had frameless door glass but featured a thick “B” pillar. David Stollery was responsible for its design.
From 1979 to 1981 the Griffith company in the US offered a Targa style convertible conversion to the Coupe. They were called the =&10=& 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 Celicas were only distinguishable by appearance – both having the same engine capacity. The original Series A Celica (1978–1979) was 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 facelift model Series B Celica (1979–1981) was released with square headlights, 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 GT and all US spec cars.
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 =&11=&.
The limited edition “US Grand Prix” GT Liftback was offered in 1980 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 engine, the 2.4-liter 22R which was simultaneously fitted to the Pickup. To celebrate the Celica 10th Anniversary, the =&12=& was released. This was basically a GT Coupe with 4-speed automatic transmission, Supra style interior, power windows, upgraded sound system and alloys. The GTA is distinguishable by the black/gold two tone paint and a “GTA 10th anniversary” plaque on the center console.
There were about 70 different variants of second generation Celica sold in Japan over the model’s life time. At its pinnacle in 1979, Toyota retailed 49 versions at once.

Celica XX / Celica Supra
In 1978 Toyota began production of the Mark I Toyota Supra in Japan, as the Toyota Celica XX. The year it debuted in the United States and Japan was in 1979. The U.S. Mark I (chassis code MA46) was originally equipped with a 110 hp 2.6 L (2563 cc) 12-valve SOHC inline-6 engine (4M-E). Simultaneously in 1979, the Japanese Mark I (chassis code MA45) was offered with a 110 hp 2.0 L 12-valve SOHC inline-6 engine (M-EU).

Celica Camry
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 is a four-door sedan rather than a coupé or liftback. Toyota replaced the Celica Camry upon the arrival of the front-wheel drive Toyota Camry (V10) in 1982.

Third generation / A60 Series (1981–1985)
August 1981 saw the introduction of the third generation Celica. The car was initially available in coupe and liftback forms with many buyers preferring the liftback. The US-made convertible came in 1984. Styling was changed considerably from previous models and power 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 1.8-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 are SV, ST, ST-EFI, SX, GT, and GT Rally. Rack and pinion steering was offered with this Celica.
Fuel injection became standard on all North American Celicas started from August 1982, therefore the 22R engine became 22R-EC. In August 1982, Toyota added the =&13=& 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 14×7″ wheels and 225/60HR14 tires, fender flares, independent rear suspension, a sports interior including special seats, and a leather-wrapped steering wheel and shifter knob. Most of these came from the Supra. This made sense as the Supra was based on the Celica. 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 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 wheels while still providing the “classic Celica” look and feel. The wheels were also polished aluminium as opposed to the flat finish of the lower models.
The Celica was updated 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 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 Specialty Cars (ASC) in California, released 200 units in 1984, and 4,248 units for the 1985 model year.
The Australian, European, Japanese, and general export model Celicas came with rear side vents, which are highly sought after by North American Celica enthusiasts.
In Europe, the Celica was offered as 1600ST with 2T engine, 2000XT (21R), and 2000GT (18R-G).
In Australia, Toyota decided initially to use the 21R-C in the dulled-down model Celica. As a result the car only turned out a mere 67 kW (90 hp). However, this was later replaced, firstly, by the far quicker 73 kW (98 hp) 2S-C motor and then by the injected 2.4-litre motor (22R-E) which provided 117 hp. Later versions used IRS rear suspension, rather than the traditional live axle differential.

Twincam Turbo Group B Rally Car
In September 1982, the first Celica turbo was launched in Japan for the local market only. The =&14=& (TA63) came with the twin-spark 1.8-liter 3T-GTE engine, W55 5-speed manual gearbox, a limited slip differential, pump up lumbar “sports” seats and optional digital dash. To meet the FISA regulation for Group B Rally Car to compete in the World Rally Championship (WRC), 200 units of the Celica =&15=& were built. These were the basic cars for Group B Celica Twincam Turbo (TA64) which were built and rallied by Toyota Team Europe (TTE). The Group B Celica TCT made its WRC debut in the 1983 Rally Finland. The production car had 178 hp engine, and with 320 bhp 4T-GTE engine, the fully works rally car was the most powerful third generation Celica.

Fourth generation / T160 Series (1985–1989)
In August 1985 the Celica was changed completely. It was an all-new vehicle with =&16=&, a rounded, flowing body and new 2.0 L four-cylinder engines. The Celica was no longer built on the Toyota A platform, and instead realigned with the Toyota T platform underpinning the Toyota Corona. The Toyota A platform was now exclusive to the Toyota Supra. The coupe bodystyle in Japan was used only for the =&17=&, sold only at Japanese Toyota dealerships Toyopet Store without the retractable headlights. An optional feature only offered on the Corona Coupe was four-wheel steering, not shared with the Celica during this generation, however, the turbocharged engine on the Celica was not installed in the Corona Coupe.
Toyota introduced the “ultimate Celica”, the =&1=& (ST165) onto the Japanese market in October 1986. With full-time all-wheel drive, including an electronically controlled central locking differential, 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, with a revised viscous coupling central locking differential, began export in 1987 (1988 US model year) and marketed in North America as the =&19=&. It was rated at 190 bhp and 190 lb·ft. The All-trac system was also offered for a limited time on the Camry, and Corolla in North America without the turbo, as well as the normally aspirated and supercharged Previa.
The ST165 chassis design was quite acclaimed in its time. Toyota chose not to make any drastic suspension changes for the AWD GT-Four. The front suspension comprises MacPherson struts with an anti-swaybar and strut tower brace, while the rear employs struts with a trailing link and twin lateral links per side plus an anti-swaybar.
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.

Japan
For the Japanese market the fourth generation Celica started with the 1S-iSU engine in the ST160 and 4A engine in the AT160. The 4A engine was terminated in August 1987 and the 1S-iLU engine was replaced by the 4S-Fi engine in the ST163 in May 1988. The 3S engine in various twincam forms was introduced in August 1987 in the ST162. The 3S-GTE turbo engine was also introduced at the same time in the all-wheel drive ST165 GT-Four. Two months later, a factory convertible (coded ST162C) was offered with the twincam 3S-FE engine.
Non twincam models came in ST and SX trim levels. Models with the 3S-FE economy twincam came in the ZR trim level, including the convertible. Models with the 3S-GELU sports twincam came in GT and GT-R trim levels and lastly the turbo all-wheel drive model came in the GT-Four trim level. A digital instrument panel was offered on the top level GT and GT-R. The notchback two-door coupé bodystyle was not offered as a Celica in Japan; instead this body was sold as the Toyota Corona Coupé, with fixed headlights rather than the Celica’s flip-up units.

 Australia
The Australian spec Celica ST162 were the base model ST with 3S-FE engine offered as Coupe and Liftback, and the top of the line SX Liftback with higher performance 3S-GE Twincam engine. Rear spoiler and alloy wheels came standard on the SX, which made it the same appearance as the Japanese GT-R or American GT-S. The limited edition =&20=& with all white bumpers, side protectors and wheels was offered in 1989. This featured cruise control (automatic models only) and the same sports seats used in the ST165 GT-Four, but was otherwise identical to the SX.

Europe
In most European countries these models were available instead:

Chassis code – AT160 | Model 1.6 ST | Engine – 1587 cc 8V 4A-C (carb) | Power 87 PS @ 5600 rpm, 136 Nm @ 3600 rpm | 1005 KG | 0-100 km/h 12.4 seconds | Top Speed 109 mph.
Chassis code – AT160 | Model 1.6 GT | Engine – 1587 cc 16V 4A-GE | Power 125 PS @ 6600 rpm, 142 Nm @ 5000 rpm | 1060 KG | 0-100 km/h 8.9 seconds | Top Speed 127 mph.
Chassis code – AT162 | Model 2.0 GT | Engine – 1998 cc 16V 3S-FE | Power 125 PS @ 5600 rpm, 169 Nm @ 4400 rpm | 1460 KG | 0-100 km/h 8.9 seconds | Top Speed 127 mph.
Chassis code – AT162 | Model 2.0 GT-S | Engine – 1998 cc 16V 3S-GE | Power 152 PS @ 6400 rpm, 180 Nm @ 4800 rpm | 1130 KG | 0-100 km/h 8.6 seconds | Top Speed 130 mph.
Chassis code – AT165 | Model 2.0 GT-Four | Engine – 1998 cc 16V 3S-GTE Turbo | Power 193 PS @ 6000 rpm, 249 Nm @ 3200 rpm | 1465 KG | 0-100 km/h 7.9 seconds | Top Speed 137 mph.

The Convertible or better known as Cabriolet was based on the 2.0 GT. The GT-S was badged 2.0 GT-i 16.

North America
Trims available were the ST coupe or the GT and GT-S that came as a coupe or liftback; with the GT trim available as a soft-top convertible starting in the 1987 model year. The GT-Four was available as a model year 1988, 2 years after the release in Japan. All trims came standard with a tachometer, oil pressure, voltmeter (replaced with a boost meter in the ST165) gauges and a rear window defogger for the interior.
=&4=&: The ST was the most basic form of the T160 chassis. In 1986, the chassis was designated as the ST161. It had the SOHC 8-valve, 2.0 L 2S-E engine from the Camry, producing 97 hp at 4400 rpm and 118 ft-lbs. of torque at 4000 rpm. However this only lasted a year as it was changed over to an all new DOHC engine 3S-FE for the 1987 model year producing 115 hp at 5200 rpm and 124 ft-lbs. of torque at 4400 rpm; and as a result, the chassis designation was changed to ST162. The ST was the lightest T160 chassis at 2455 lbs. with the manual transmission. A 5-speed manual was the only transmission available in 1986, with a 4-speed automatic being optional 1987 onwards, bringing the curb weight to 2522 lbs. Steel wheels were wrapped with 165/80-13 tires. The interior had manual windows and locks, bucket seats and an AM/FM receiver as standard features. Power steering and power brakes were standard, with ventilated discs in the front and drum brakes in the rear to go along with a 4×100 bolt pattern. Cable operated air-conditioning was optional.
=&5=&: The GT shared the ST’s engine as well as the chassis designation being the ST161 with a 2S-E engine in 1986 quickly changing over to the ST162 with a 3S-FE engine 1987 onwards. The curb weight was 2515 lbs for the coupe and 2546 lbs. for the liftback. A 4 speed overdrive automatic transmission (A140L) was an option, bringing the curb weight up to 2579 and 2610 lbs., respectively. The convertible weighed in at 2700 lbs. for the manual and 2760 lbs. for the automatic. For the interior, the GT came with an electronic 4 speaker AM/FM/MPX tuner, power side mirrors, tilt steering wheel, driver’s lumbar support and an automatic retracting radio antenna was standard. Power locks, windows, power tilt/slide sunroof, side mirror defogger, cruise control, electronic air-conditioning, and 13″x5.5″ aluminum alloy wheels were optional with 185/70-13 tires. Interestingly enough, a digital instrument panel was available as an option for the non-convertible GT trim only. The GT also includes a front strut bar across the two strut towers as an upgrade over the ST trim, but retains the front ventilated disc and rear drum brake combination from the ST. A rear window wiper/washer was introduced as an option in 1987.
=&13=&: The GT-S (chassis code ST162) was given a de-tuned version of the DOHC 2.0 L engine (3S-GELC) featuring T-VIS and a 6800 rpm redline producing 135 hp at 6000 rpm and 125 ft-lbs of torque at 4800 rpm. An EGR and O2 sensor restricted the engine along with a milder ECU. The GT-S replaced the rear drum brakes with disc brakes going along with a 5×100 bolt pattern. Standard features in addition to the GT trim included an 8-way adjustable sports bucket seats with power lumbar and side bolsters, automatic climate control, side mirror defogger, wrap-around spoiler, telescopic steering wheel, and speed-rated 205/60-14 tires on 14″x6″ alloy wheels. Leather interior including shift knob, door panel inserts, and steering wheel were optional. In Canada, all GT-S models were 5-speed (S53) manual transmissions, but in America, an electronic controlled 4-speed automatic (A140E) with lock-up torque converter was available. New features in 1988-1989 included an illuminated vanity light as standard and ABS as optional.
=&24=&: The turbo All-Trac (chassis code ST165), or turbo 4wd as it was named in Canada, was given a DOHC turbo-charged, water-to-air intercooled 2.0L engine (3S-GTE) featuring T-VIS producing 190 hp at 6000 rpm and 190 ft-lbs of torque at 3200 rpm. The All-Trac only came with a 5 speed all wheel drive transmission with a viscous-coupling center differential, bringing the curb weight to 3197 lbs. The ST165 was not sold in North America before 1988 except for seventy-seven special-edition cars sold in 1987 as 1988 models at each of the 77 Toyota dealerships in California to commemorate Toyota’s IMSA GTO championship win. These Celicas are all white with white wheels and blue interior and have “IMSA GTO CHAMPION” printed in small letters on the side moulding, as well as a white stripe on the grill. This top of the line trim came with the same options as the GT-S with the exception of the power interior options, leather steering wheel, fog lights, V-rated tires, and a factory full body kit as standard. One interior feature that is missing from the GT-S trim and other trims is the cup holder as the center console is different due to a larger center body tunnel to accommodate for the ST165’s center drive shaft.

Fifth Generation/ T180 Series (1989–1993)
The fifth generation Celica was introduced in September 1989 for the 1990 model year. The Celica received new Super Round organic styling, upgraded wheels and tires, more powerful GT-Four (US: All-Trac) with better cooling system, and for the Japanese market only, the 4-Wheel Steering (=&25=&) models. Toyota engineers claimed that the round styling and lack of straight edges increased strength without adding weight. The styling was later copied by other manufacturers. 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 221 hp and 304 N·m 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. Eddie Murphy made television commercials in Japan for the fifth-generation Celica, promoting the styling and the Super Live Sound System.
The North American Celica had fixed door mirrors and amber front corner lights. All other models had folding mirrors and front clear corner lights. Driver’s side SRS Airbag is standard on all US models. 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 1.6L was similar to the one used in the Corolla. The GT-S was rated 5 hp more than the GT at 135 bhp. The 2.2 L was designed for more low-end torque, which appealled to US buyers’ preferences as opposed to the high revving engines of the past. This engine was similar to the Camry’s engine except for the balance shafts. The All-Trac Turbo was available with the improved 2.0 L 3S-GTE engine. It was rated at 200 bhp and 271 N·m torque; an increase of 10 each from the previous model. 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 the European Celica were 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. Only the 2.0 GT-i 16 Liftback and GT-Four were officially sold in the UK. New for 1992, the wide body 2.0 GT-i 16 was offered in the Netherlands and Belgium. This was basically a GT-S with 3S-GE engine.
Models for Australia were SX Coupe, SX Liftback, GT-Four, and also 150 units limited edition GT-Four Group A Rallye. The Australian cars are less luxurious than JDM and North American models. Initially, the GT-Four did not come with ABS and fog lamps, which became standard few months after the introduction. In 1993, the Limited Edition =&26=& model was offered in Australia. This is basically the SX with sport front seats from the GT-Four, cruise control, rear window shade / spoiler, and special decals.
In August 1990, the wide body =&27=&

Nissan Silvia

nissan-s15The =&0=& is the name given to the company’s long-running line of sport coupes based on the Nissan S platform. Although recent models have shared this chassis with other vehicles produced by Nissan (most notably the European 200SX and North American 240SX in the S13 and S14 generations, and 180SX in the Japanese market), the name Silvia is not interchangeable with the chassis codes.

The Original Silvia
The Nissan Silvia CSP311 made its public debut at the Tokyo Motor Show in September 1964 as the “Datsun Coupe 1500”. The introductory model was a hand-built coupe based on the Fairlady convertible, styled with input from Count Albrecht Goertz. The CSP311 was powered by the 96 hp 1.6 L Nissan R series engine. The engine was equipped with twin SU carburetors. Production ceased in 1968 after a mere 554 were made (mainly in 1965), every one unique with hand-formed body panels. Most of the cars remained in Japan; however, 49 examples were exported to Australia and another 10 went to other countries. The low production numbers and tedious method of construction assured each car was unique and valuable; this is reflected by the car’s purchase price of almost twice as much as the next model in the manufacturer’s lineup at the time. After production ceased in 1968, the name Silvia would not grace another Nissan until 1974. Its marketing approach was similar to the Isuzu 117 Coupé.

S10
The S10 was the first mass-produced Silvia built on the S platform. This was “Nissan’s compact, rear-wheel-drive, sporty car platform”. Japanese versions were exclusive to Nissan Japanese dealerships called Nissan Prince Store along with the larger Skyline.
The S10 featured less “traditional” lines than similar offerings from rivals Toyota and Mazda and was summarily less popular with consumers in most markets. In Japan it was fitted with an L18 I4 engine, which it shared with the Datsun 610/Bluebird 180B. The Japanese version introduced Nissan NAPS emission control technology at its introduction. In the North American market a version incorporating the larger-displacement L20B was offered as the 200B of the same series Bluebird and Skyline. This model in North America was affixed with the mandated 5 mph (8.0 km/h) bumpers and badged as the Datsun 200SX. The S10 Silvia and Datsun 200SX were based on the Datsun B210. Its success in both markets was limited, most buyers opting for the Celica over what was considered the more mundane S-Chassis. The car had the same drivetrain as the cult-classic 510, but with cart springs in the rear rather than the 510’s independent rear suspension. Its appearance seems to be influenced by the 1970–1975 Citroën SM.

S110
This iteration of the Silvia (sold in United States and Canada as the =&1=& and in Mexico as the =&2=&), available as a 2-door hardtop coupe and a new bodystyle 3-door hatchback. The Japanese market version of the hatchback was called the Gazelle and was exclusive to NIssan Bluebird Store locations sold alongside the Fairlady Z, while the coupe bodystyle Silvia remained exclusive to Nissan Prince Store locations alongside the Skyline.
This generation Silvia was uniquely progressive in that it was originally intended to feature a rotary engine, designed and built by Nissan. The resulting unit was fairly unreliable, and forestalled production. Coincidentally, it shared a chassis code with the also ill-fated Mazda Cosmo, first Japanese production car to feature a rotary engine. The chassis was no longer shared with the B-series Nissan Sunny, and was upgraded to the larger A-series Nissan Stanza platform.
The car was redesigned shortly after it was released and the Wankel power plant was replaced by a line of conventional piston engines based on the new Z-series engine. These included the Z20 and the turbocharged and fuel-injected Z18ET, although the latter of the two was only available to the Japanese domestic market. In USA/Canada the 200SX had the Z20E with H165 rear axle from 1979 to 1981. From 1982 to 1983, it had a Z22E engine with H190 rear axle. Vehicles with engines under 2000cc are still considered “compact” vehicles under Japanese regulations regarding engine size.

240RS
This generation saw the introduction of the Nissan 240RS (BS110), a coupe fitted with the 2.4-liter DOHC FJ24 engine. The 240RS was built between 1983 and 1985, its production extending the end of the S110 itself. The resulting machine became Nissan’s official rally car in the World Rally Championship from 1983 to 1985, and finished 2nd in the 1983 New Zealand Rally.

S12
The S12 was produced from 1984 to 1988, with revisions to the exterior trim in 1987 (referred to as “Mark II”). It was sold in two configurations—a coupe (often called a “notchback” due to the side profile view of its rear window section) and a hatchback version.
A number of different engines were equipped in the S12 chassis, depending on production year and more specifically on the geographic market. These engines borrowed from previous designs, or in some cases, inspired future engine platforms (with the exception of the FJ series, which was designed solely with Rally competition in mind). For instance, the CA series initially borrowed design cues from the NAP-Z series. The CA18DET’s DOHC head design was similar to that utilized in the later “RB” engine series, the inline-six engine that powered the Skyline GT-Rs. Certain trims had the S12 equipped with an optional V6 engine also shared by the 300ZX (Z31) of the same vintage; this engine would be augmented with dual cam heads for the Z32.

North America
The S12 chassis in North America was badged as a “200SX”. The Coupe was available with a 2.0L SOHC engine (CA20E), while the hatchback received both the 2.0L SOHC engine, and a 1.8L SOHC Turbo (non-intercooled) engine (CA18ET). For 1987 in the United States, Nissan discontinued putting the 1.8 Turbo into the fastback, and created the “SE” model which had the 3.0L SOHC V6 engine (VG30E), generating 160 hp and 165 hp. This was the same engine offered in the non-turbo 300ZX for that generation. For 1988 the “SE” model received a 5 hp gain from using the later “W” series revisions of the VG30E with a total output of 165 hp while torque remained the same.

Europe
The S12 chassis in Europe was badged as a “Silvia”, with notable exception of Sweden where it was sold as a “180ZX”. This is a curiosity because “ZX” is traditionally associated with the Nissan Z platform. The European S12 was available only in the hatchback configuration, with the same 1.8L SOHC Turbo (CA18ET) used in North America, and in some areas the 2.0L DOHC “FJ” engine (FJ20E). The “FJ” engine series was originally designed for the 240RS rally race car as a 2.4L carburated system (FJ24), and was underbored to 2.0L. It also saw use in the “DR30” Nissan Skyline chassis, in both turbocharged and naturally aspirated versions.

Australia
The S12 chassis in Australia was badged as a Gazelle. The Australian Gazelle was available in both the coupé and hatchback. Trim levels comprised the GL (basic) and the luxury-oriented SGL with electric mirrors and windows. It was equipped with the same 2.0-liter SOHC (CA20E) engine found elsewhere producing 78 kW at 5,200 rpm, and 160 Nm of torque at 3,200 rpm. This engine was mated to either a five-speed manual gearbox or a four-speed automatic. This has made the S12 Gazelle very popular for engine conversions among motoring enthusiasts, as a sports coupé the CA20E was not quite powerful enough, as were the brakes (front disks were very small, rear drum brakes standard). the CA18DE/T, being a direct bolt in replacement for the CA20E, is quite popular and requires no modification to the drive train other than the engine itself.
When the S13 Silvia was introduced in 1988, the Gazelle nameplate was discontinued. The Nissan 180SX took its place in Japan, although in Australia there would not be a replacement until the introduction of the Silvia-based Nissan 200SX in 1995.

Japan
As with the S110, the S12 chassis in Japan was badged as both a Silvia and a Gazelle. The S12 Silvia in Japan was available in a hatchback as a basic model only, or as a coupé in base, RS, and RS-X trims. The S12 Gazelle was strictly a hatchback, available in regular, RS and RS-X variants. The RS was equipped with the 2.0L DOHC “FJ” engine (FJ20E), while the RS-X was equipped with the same engine in a turbocharged version (FJ20ET). In 1987 Nissan discontinued the FJ Series engine in the S12 and installed the updated version of the older CA, with dual cams and a bigger turbocharger—the CA18DET.
Japanese spec Gazelle models came with many options like voice command, fog lights and options for a variety of different motors (FJ20E, FJ20ET, CA18DE, CA18E, CA18DET.). The RS-X model also came with different factory alloy wheels.

Revisions
The S12 chassis in 1984-86 is referred to as “Mark I”, with “Mark II” as a revision in ’87. Below lists the description of both.

Mark I
The first trim of the S12 chassis. Bumpers featured matte-finish raised surfaces, and sides featured half-inch rubstripping. Cars featured a honeycomb radiator grille, and long corner lights. The RS-X trim in Japan and Europe received a hood bulge accent to accommodate the oversized dimensions of the FJ20E/ET engine, and featured a faux front vent with monogram (either FJ20, DOHC, or TURBO); In North America, the 1984 Turbo came with a “TURBO” monogrammed hood bulge accent, although all subsequent North American Mark I hoods were flat regardless of trim. In some markets, the 1984 and 85 could be had with a foam rubber deck spoiler. In 1986 the foam rubber deck spoiler was changed for a fiberglass version with an integrated third brake light. Some hatchbacks and all Turbo models came with ground effects, as did the RS-X coupes These had a combination of plastic mudflaps (monogrammed as either “NISSAN”, or “SILVIA” in applicable markets) and accommodating foam rubber sideskirts, as well as a foam rubber lower deflection lip. 1984 year foam rubber sideskirts featured the “NISSAN” monogram.

Mark II
In 1987, the bumpers were updated, and the matte finished surfaces were eliminated for a more uniform surface. Rubstripping was increased to 2-inch height w/ scribe detailing. The honeycomb radiator grille was replaced with a slatted version that spanned the entire front end (previous was shorter), and cornerlights were shortened. The “SE” model and the Turbo (Canada, Europe) came with new fiberglass ground effects and mudflaps, painted in the color of the car, and a new and more pronounced lower deflection lip in the front. All Mark II S12’s received a new reverse-cowl hood bulge design to accommodate clearance for the 3.0L V6. Optional rear mudflap accents were available.

Special Editions
In Europe, a limited-run (~50 units) version of the S12 was produced and sold as the “Silvia Grand Prix” model. Based on a Mark I chassis, it was powered by the FJ20E (with a few known to be sold with the CA18ET), and featured molded-in fiberglass wide body fenders and quarter sections and special edition wheels.
The widebody exterior grabs design cues from popular European rally car platforms of the time (e.g. Audi Quattro, BMW M3 Sport Evolution, Renault 5 Turbo 2, etc.), although Nissan’s choice of the FJ20E over the FJ20ET suggests this was more of a “rally inspired” car rather than a serious performance trim. The Silvia Grand Prix holds the distinction as the rarest incarnation of the S12, and is generally considered something of a collector’s item. The Mark II revision of the S12 chassis marked the end of the Silvia Grand Prix.

nissan-s13S13
The S13 Silvia, introduced in mid-1988 for the 1989 model year, was immensely popular in Japan. The Silvia name was no longer used on export models, however; European models were now known as 200SX. In North America, the S13 was known as the 240SX (please see lower down for the 240sx). The Nissan 200SX nameplate would return on a 3 door hatchback version of the B14 Nissan Sentra (1995–99). The S13 was based on the first generation Nissan Cefiro, the A31. Following industry trends, the S13 Silvia switched to relampable fixed headlights. Projector optics were offered as an option.
The S13 Silvia coupe was made from 1988 to 1994, overlapping with the S14 Silvia introduced in 1993. The Nissan Silvia used fixed headlights; whereas, the 180SX, simply a hatchback version of the Silvia, introduced at the same time used pop-up headlights. The hatchback version, called the Gazelle, was no longer offered in Japan, but remained in production internationally until 1995. A Silvia convertible was briefly offered soon after the start of production, but it was never popular, perhaps due to high cost (3.25 million Yen in 1988), heavier curb weight, and chassis flex.
The S13 was one of the first uses of Nissan’s multi-link rear suspension, the technology of which was previewed in concept cars in previous years, such as the Nissan MID4. It also offered a four-wheel steering system for the first time, known as HICAS-II. In 1990, HICAS-II was updated and renamed SuperHICAS. The S13 also saw the introduction of a viscous-type limited slip differential for some models.
S13 Silvias were initially powered by the CA18DE and CA18DET engines carried over from the end of S12 production, with an intercooler added to the CA18DET for a slight increase in stability and power. In mid-1990, (for the 1991 model year) the SR20DE and SR20DET engines debuted, offering improvements across the board in power and torque due to increased displacement and a more efficient turbocharger than was offered on the previous cars. One of the other simple changes that was made between the CA generation and the SR generation was the switch to a single colour paint job, instead of the two-tone colour sets that were previously offered. On top of this, the SR motor later debuted another variant of the platform known simply as the “black top”. Identifiable by its black and silver rocker-cover (as opposed to the traditional red/silver cover), it featured a number of minor changes, resulting in little performance gain. It is vastly different to the more powerful “notch top” used in the S14 and S15 variants.
In the U.S. the S13 was replaced after the 1994 model year by the new S14 design, but lived on till 1999 in Japan with a major face lift, the 180SX Aero (Type X). this was the “Kouki” generation, while the previous was “Chuki” gen. The Kouki featured newly design tail lights a redesigned aero body kit and out fitted with an airbag . In 1998, the S13 Silvia was resurrected, in part. A variant was produced by Kid’s Heart for Nissan called the Sileighty, which featured the 180SX body with the front end from the Silvia. The Sileighty style was originally created by Japanese enthusiasts for their own 180SX’s, and is still a common modification for the 180SX and 240SX fastback. The Sileighty also made an appearance in a Japanese anime and manga series known as Initial D. The series (based around the Japanese motor sports of Touge and drifting) featured the Sileighty in one of the last battles of the First Stage (or first season in the anime).
The creation of the Sileighty then followed by another version of the Silvia known as the Onevia. Based on the chassis of the S13, the front end of the Silvia would be removed and replaced with the front end of a 180SX. The Onevia was never retailed as a complete car in Japan (though it was in North America: the notchback version of the 240SX was essentially a left hand drive version of the Silvia with the 180SX/240SX nose).
There was also a retro-styled car (á la the Zimmer Golden Spirit) which used the S13 Silvia’s centre portion, engine, and underpinnings. It is called the Mitsuoka Le-Seyde and was built in a very limited series in 1990.

Trim level designation
The S13 Silvia was the first S-series car to use the J’s, Q’s, and K’s designations for the different trim packages. These names are references to the face cards of English playing cards.
The J’s was the base model . The Q’s model offered a slightly more refined experience and received electric options and an available LSD. The K’s grade received the turbocharged CA18DET or SR20DET (depending on the year of manufacture) in addition to the options offered on the Q’s.
On top of the K’s and Q’s models, the Club and Diamond Selection packages came with specific options bundled together. For example, all K’s Club Selections came with projector headlamps, a rear spoiler, and 15″ aluminum wheels while all Q’s models came out with automatic climate control.
The Silvia A’s “Almighty” was introduced in late 1992. Trim wise, the Almighty slotted between the J’s and Q’s, offering options not available on J’s, but not including all the standard features of the Q’s. The only available engine/transmission was the naturally aspirated SR20DE coupled with the four-speed automatic or a five-speed manual.

S14 (Japanese model)
The S14 Silvia debuted in Japan towards the end of 1993. It was lower and wider than the S13. New rounded styling contributed to the illusion of a greater increase in size than actually occurred. Wheelbase and track were both increased, leading to slightly improved handling. Unlike export markets, where sales of the S14 chassis variants faltered, the Silvia remained popular in Japan. However, the width dimension exceeded 1700mm, which pushed this generation out of the compact class tax bracket, which made Japanese buyers liable for additional yearly taxes.
Trim level designations were similar to the S13, however the Club Selection package was dropped. “Aero” variants of the Q’s and K’s were offered that featured large rear wings and mild ground effects.
The S14 Silvia K’s received a new version of the SR20DET, with a slight bump in power due to the implementation of Nissan’s variable cam timing system known as N-VCT, on the intake cam, and a larger T28 turbocharger.
There was a mild styling update to the S14 during 1996, which added aggressive-looking projector headlamps and tinted taillights to all models. Fascias and other exterior trim pieces were also revised. The turbocharger now used a more efficient ball bearing center section. This updated version is also known as the kouki (後期, literally “later period”) S14, or by enthusiasts as the S14A. A similar car was sold as the second generation 240SX in the United States from 1995 to 1998. The final model year of S14 production in all markets was 2000, called the Touring Model, which had a better engine, pistons and a high throttle on lower gears.
The S14 was sold in Taiwan as the

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Clean air-Mod

Sometimes it’s the only way.!

clean-air-mod

Nissan Skyline R33 GT-R

Nissan_Skyline_R33_GT-R_4thgen

Give me a V-Spec II of these and I’ll be a happy bunny.

R33
The R33 Skyline was introduced in August 1993. Slightly heavier than the R32, it is available in coupe and sedan bodystyles. All models now used a 6-cylinder engine. Nissan took the unusual step of down-grading the GTS model to have only the RB20E, while the twin-cam of the R32 GTS was discontinued along with the 2.0 L turbo RB20DET.

Some models came equipped with a new version of the HICAS 4-wheel steering system called Super HICAS. This computer controlled system was first used on the R32 GT-R. Super HICAS used electric actuators to steer the rear, as opposed to the hydraulic HICAS. This generation was no longer considered a “compact” under Japanese legislation that determined the amount of tax liability based on exterior dimensions.

As an option, an active limited slip differential was available instead of the standard viscous LSD. This new unit locked the rear differential if it detected that traction was lost by one of the wheels. A light on the dash also lit up if the LSD engaged. Active LSD came standard on all V-Spec R33 GT-R Skylines and was also available on some ECR33 GTS-25t models; these can be identified by the A-LSD and SLIP lights on the tachometer.

The RB25DE and RB25DET engines also became equipped with NVCS (variable inlet cam phasing). NVCS equipped RB’s have a bulge on the front of the cam cover. To celebrate their 40th anniversary, Nissan introduced a very rare 4 door GT-R. Two versions of the 4-door GT-R were available from Nissan’s subsidiaries: the first was produced by Autech, and the second was a joint Autech/Nismo project.

An R33 based wagon was released in September 1996, called the Stagea. It had a different body style than the R33 and R34 and (with the exception of the RS FOUR & Autech variants) was only available with an automatic transmission. A common modification on the Stagea is to fit it with an R34 skyline front, in effect making a 4 door R34 wagon. The Stagea is the only four wheel drive manual transmission Nissan on the R33 platform with the RB25DET engine. Presumably, a 5-speed 4WD Skyline equipped with an RB25DET would have been too close in performance to the much more expensive GT-R. There was also an Autech Stagea, the 260RS released with full GT-R running gear, the RB26DETT engine, body kit, 17″ BBS style alloys, GT-R instrumentation, and manual transmission.

GT-R
The BCNR33 GT-R version also had the same RB26DETT engine that the BNR32 was equipped with, although torque had been improved, due to changes in the turbo compressor aerodynamics, turbo dump pipe, and intercooler. The turbo core changed from a sleeve bearing to a ball bearing, but the turbine itself remained ceramic, except on N1 turbos (steel turbine, sleeve bearing). From the R33 onward, all GT-Rs received Brembo brakes. In 1995 the GT-R received an improved version of the RB26DETT, the ATTESA-ETS four wheel drive system, and Super HICAS 4-wheel steering.

A limited edition model was created in 1996, called the NISMO 400R, that produced 400 hp (298 kW) from a road-tuned version of Nissan’s Le Mans engine. A stronger six-speed Getrag gearbox was used.

An R33 GT-R driven by Dirk Schoysman lapped the Nordschleife in less than 8 minutes. Though it was often said to be the first production car to break 8 minutes, the limited run Jaguar XJ220 had already achieved a 7’46” lap. Other manufacturers had caught up since the R32 was released, and the R33 never dominated motorsport to the extent of the R32.

Michael Begley with the Gaijin R33 GT-R currently holds the European four wheel drive 1/4 mile record with a time of 8.06 @ 173 mph. This record was set at Santa Pod raceway in England. Gaijin (“the outsider”) is tuned by TR Racing in Harlow Essex UK. This R33 GT-R is said to have had in the region of 1400 bhp. The owner Mick Begley lives in the UK and is reportedly chasing a 7 second pass. The four wheel drive 1/4 mile world record was set by Reece McGregor from New Zealand in the Heat Treatments R32 GT-R, setting a best time of 7:54 @ 197 mph, overtaking the haloed HKS R33 GT-R.

In August 2010, Elitetech Automotive (based near Silverstone, UK) launched a low volume production run of the R33 GT-R but in LHD (left hand drive) format. First deliveries will be made in early 2011, with vehicles being sold to Europe and further afield. All standard equipment remains on the specification list of the zero compromise LHD version.

Porsche 911 Turbo S

Porsche-911-Turbo-SThe Porsche 911 Turbo S – The Benchmark. The 911 has been around for years now but still regarded as one of the best supercars out there. This one in particular sitting at the top of the 911 list, with exception of the GT3. The 911 Turbo S is a 6 cylinder 3.8 rear engined layout that puts out 560bhp. With a top speed of 197mph and a 0-60 time of 3.1 seconds, it is no slouch.