alot of info Options

[trdss111]

Heres some info on your cars im sure most of you know alot of this stuff but its worth a read.
If you like it make it a sticky. however you do that?

Toyota Celica

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".

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 become 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.

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.

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.

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.

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.
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.

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. Throttle drive-by-wire, while shortening throttle response, compromises the ability to use an aftermarket ECU, thus limiting tuning potential.

North America

In the USA and Canada the base model with 1ZZ-FE engine is called GT, and the high performance model with 2ZZ-GE engine is GT-S. The GT-S had a more aggressive system called the VVTL-i (Variable Valve Timing with Lift and Intelligence), which is similar to the VVT-i except until 6100 rpm, when valve lift is increased a fraction further to provide an abrupt increase in 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 5-speed paddle shifter.

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 Type S model year with a 2.0 L 4-cylinder 180 hp engine, which competed directly with the Celica. In 2004 the RSX Type S raised the hp to 200.

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. 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)


And my favourite, the BEAMS Beams 3S-GE Specifications

The fourth generation 3SGE is also known as the 3SGE BEAMS. It began production in 1997, and is still being produced for the Altezza. The 3S-GE BEAMS was the first Toyota engine with dual VVT-i, increasing the available power to 197 bhp.

BEAMS = Breakthrough Engine with Advanced Mechanism System"

This 3s-ge BEAMS VVT-i "Red Top" version is generation 4 of 3s-ge and was available in few models sold only in Japan - Toyota MR2 G and G-limited, Celica ST202 SS-II and SS-III and Caldina.

This 2.0-liter 3S-GE BEAMS engine with VVT-i ( Variable Valve Timing-intelligent ) produce 200 horsepower and 21.0kg-m of torque.

The production in MR2 wasn´t more than 1000.



Tech notes:

VVT-i = Variable Valve Timing - intelligent

Inside diameter x process (mm×mm) = 86.0×86.0

Aerodynamic volume displacement (cc) = 1998

Compression ratio = 11:1

The highest output (ps/rpm) = 200/7,000

Largest torque (kg-m/rpm) = 21.0/6,000

Speed change ratio

1st gear = 3.285

2nd gear = 1.960

3rd gear = 1.322

4th gear = 1.028

5th speed = 0.820

Retreat = 3.153

Deceleration ratio = 4.176

Helica LSD



THE 3SGE

The 3S-GE is an in-line 4 cylinder engine manufactured by Toyota and tuned by Yamaha Motor Company Ltd.. Its cylinders are numbered 1-2-3-4 with cylinder number 1 beside the timing belt. The cylinder heads are made of aluminium alloy. The pen-roof combustion chambers are complemented by a cross-flow intake and exhaust layout. The spark plug is located in the center of the combustion chamber. The ignition order of the cylinders is in the 1-3-4-2 order.

The crankshaft, located within the crankcase, rotates on five aluminium alloy bearings and is balanced by eight weights. Oil holes are located in the middle of the crankshaft to provide oil to the connecting rods, bearing, pistons and other moving components.

The intake manifold has four independent ports and benefits from inertia build up to improve engine torque at low and medium speeds.

A single timing belt drives the intake and exhaust camshaft. The cam journal is supported on five points between the valve lifters of each cylinder and on the front of the cylinder head. The cam journals are lubricated by an oiler port located in the middle of the camshaft.

The "Outer Shim Type System" allows for the replacement of the shims without the need to remove the chamshaft. To adjust the valve clearance, adjust the shims above the valve lifters.

The pistons are made from an aluminium alloy, design to withstand high temperatures. An indentation is incorporated into the piston head to prevent the pistons from hitting the valves, should the timing belt break. Piston pins holding the pistons in place are locked by snap rings.

The first compression ring and the oil ring are made of steel, the second compression ring is made of cast iron. Compression rings 1 and 2 prevent exhaust leakage from the combustion chamber while the oil ring works to clear oil off the cylinder walls, preventing excessive oil from entering the combustion chamber.

The cast iron cylinder block holds four cylinders which are approximately two times the length of the piston stroke. The top of the cylinders are covered by the cylinder head. Build into the cylinder block are coolant channels, which cools the block which houses the pistons.

At the bottom of the cylinder block is an oil pan which stores the oil. An panel is used to ensure that there is sufficient oil available in the oil pan, as the oil moves around the reservoir during movement of the vehicle. This prevents oil from being shifted away from the oil pump suction pipe.

This post has been edited by trdss111: Aug 30, 2007 - 6:25 PM

[95CelicaST]

seems like a cut-n-paste from wikipedia.

[96bluevert]

well I seriously doubt he typed that all out..lol..that'd be a pain

[CelicaST_CALI]

lol a no way he typed that ****...

[trdss111]

ha ha. no way i typed all that. seein that i type with one finger most of the time that would prob take a while