Toyota’s Sports Car Furture

The Toyota Celica has long been an image leader for Toyota, a welcome respite from the competent but utilitarian Corollas and Camrys. Back in the late ’80s, the turbocharged
Toyota Celica All-Trac gave rise to the Celica GT-4 in World Rally Championship racing.
Following this menacing, but faceless car was the four-eyed Celica. This added to Toyota’s glory, winning WRC championships. In the hands of Spaniard Carlos Sainz, the Celica blazed unforgettably across the desert and plowed through water like a vehicle possessed. A blight on Toyota’s record was that the team was stripped of points and banned for a year for cheating. Still, this is the car that you can drive in Sega Rally.

Despite the rally-champion image, road-car Celicas were not that exceptional to own or drive. The top US model featured only a 2.2 liter inline-4 that put out a languid 130 bhp @ 5400 rpm and 20 kg-m. of torque @4400 rpm. The engine was torquey down low but could not deliver much acceleration past 5000 rpm. If you’ve driven the original 16-valve Corolla GL sold here-and who hasn’t-then you know what this feels like.

Thus the need to rejuvenate this sports car. A good start is the 2000 Celica’s radical exterior styling. The car looks stunning from the front quarter view, with large triangular eyes flanking sharp creases and a large air intake in the car’s hood. A sharp fold runs from the side mirrors to merge with the hatch. Sadly, as with most new cars, the rear doesn’t live up to the front. It’s awkward and looks like a Lego model hastily slapped together.

The hood air intake leads not to a turbo but to a normally-aspirated 1.8 liter engine. If this was the same 2.2 that was simply de-stroked then this car would be in trouble. However, the 1.8 is now topped off with Toyota’s VVT-i (Variable-Valve Timing-intelligent) system. This is different from Honda’s VTEC as there is no transition point to wilder cam profiles. Rather, a set of gears varies the valve timing throughout the rev range to enable the engine to deliver good bottom and middle-range grunt, and yet not run out of breath at higher revs.

The result? 140 bhp and 17.2 kg-m of torque. That might not be a lot compared to an Integra VTEC’s 190 bhp, but help is on the way. A “GT” version will soon be available, with a 180-bhp version of the 1.8 engine. Europe gets only the frugal 140 bhp version, while the cheap-gas 50 states get only the full 180. Promising to transmit the full power of this engine is the short-throw 6-speed manual. The 140 bhp version will go to 0-100 km/h in 8.7 seconds.
The interior continues the futuristic theme, with circular vents popping out from the dash. It does look different from other sports car interiors, but it’s jarring–individual styling elements are put together without a thought for what the whole would look like. Some interior materials are also bargain basement, like the hard plastic on the center console. Perhaps some Italian assistance is called for here.

The Celica promises smooth and adequate acceleration, and pliant, responsive handling. Weighing in at 1150 kg, the car should be happy even with just 140 bhp propelling it along. The 180 bhp version should fly.

The same basic approach was taken to create the new MR2. Reduce the power and the weigh to enhance the handling and fun factors.

While the Celica looks very futuristic indeed, the MR2 looks like a blast from the past. MR2s have always telegraphed their purpose in the way they are styled. The first MR2 was the epitome of a pocket rocket-tiny, brazenly low and agile. It was actually a Corolla underneath, but with the engine and drivetrain transplanted to the rear. Engines evolved from 130 bhp to a supercharged 145-bhp version. The supercharged version could go to 0-100 km/h in about 7.2 seconds

The second generation aspired to higher performance, and it was something like a 4/5 scale Ferrari 348. With a glance, you could tell it was mid-engined and capable of gutsy acceleration. Engine choices were a 135 bhp from a 2.2 normally aspirated engine, or a powerful 200-bhp 2.0 liter.

The 2000 MR2 is retro-styled and speaks of the fun and charm of open-air motoring. It says, “I can get you there quickly, but why rush? We can have fun even if we don’t tear up the road.”

The strongest embodiment of that let’s-have-fun spirit is the convertible configuration. While previous MR2s have been fixed-top or just T-top coupes, this one pulls out all the top. And folds it down neatly-and manually, for less weight and complexity. Unlike the Celica’s, the front and rear ends of the MR2 integrate well. In fact, front and rear are so symmetrical that they can almost be interchanged! People will either love or hate the exterior. Those for it will think it friendly and classical; for the other camp it’ll look like a frog.
The lack of a roof has never been good for structural integrity, but the MR2 is reinforced to reduce any shaking or unwanted twisting. In keeping with the car’s simple nature, steel is used throughout the car, instead of more expensive aluminum or exotic materials.

The same functionality extends to the car’s interior. Sadly, the interior design is shamefully bland and dull for a car with such performance. It’s slab-faced and individual elements clash with each other. In this department, the MR2 is thrashed by the MX5’s smoothly-flowing dash and thick-rimmed Nardi steering wheel.

The engine should be familiar by now-yes, it’s the same 140-bhp 1.8 liter used in the Celica. The transmission is limited to a 5-speed manual, although an automatic will probably be available later on in the U.S. and Japan. Tires are 185/55 front and 205/50 rear, mounted on 15-inchers that look suspiciously like those on the Honda S2000.

Still, this car is not a direct competitor to the S2000, which is priced at around $35,000. The MR2 is aiming for the likes of the MX-5 or Britain’s mid-engined MG-F with a base price of about $20,000.

The MR2 lives up to its promise of fun by offering brisk performance: 0-100 km/h should be below 8 seconds. The car tackles twisty bits with verve. Body roll is minimal and handling is quite responsive. Credit the large tires and the light weight: just 975 kg.

Light weight, adequate power, well-tuned suspension: just what the doctor ordered for these two revitalized sports cars.

Toyota’s approach to rekindling its two sports cars deserves high praise. By making their top sports car simpler and more affordable, we can indulge our passion for driving without breaking the bank. We hope Toyota Philippines will have the vision to import or locally assemble these two. The numbers sold will not be that many, but they will start a cult following, and lend a sheen of sportiness to the whole sedan lineup, particularly when VVT-i technology trickles down to the Corolla level.

It’s a general rule, with few exceptions, that when you stuff a car with performance abilities at the top end of the scale, then you require a sturdier and heavier chassis, which necessitates more power, and the vicious cycle begins. The goal with the MR2 and Celica was quite the opposite-make its abilities accessible at the speeds that we normally drive at, and in doing so, make them cars that are fun to drive everyday. If this is the new approach embodying Toyota’s Passion Road, then we can’t wait to see what’s around the next corner.

By Jason Ang | Photos courtesy of Toyota USA and Toyota UK