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Toyota Celica 1600 Workshop Manual Celica GT Celica ST Carina 1971-1977

The Toyota Celica are a low rider created by japan organization Toyota from 1970 to 2006. The Celica name was fundamentally produced from the Latin term coelica definition "heavenly" or "celestial". In Japan, the Celica had been unique to Toyota Japanese dealerships Toyota Corolla Store.

Throughout their expected life the Celica happens to be run on various four-cylinder machines. The most significant modification occurred in August 1985, once the vehicles's drive design was changed from rear-wheel drive to front-wheel drive. During the very first three generations, American markets Celicas were powered by various versions of Toyota's R sets machines. The four-wheel drive turbocharged model labeled as GT-Four globally (All-Trac Turbo into the US) was created from 1986 to 1999. Variable Valve Timing came in a few Japanese versions starting in December 1997, and became standard in most versions from 2000-on. Through seven years, the model has gone through most changes and design forks, like the Toyota Celica Supra (later on dropping the Celica prefix). The Celica was offered as notchback and liftback coupes, including a convertible.

First-generation (A20, A30; 1970--1977)
First-generation (A20/A30)
1970 Toyota Celica 01.jpg
Toyota Celica coupe 1600 GT (TA22, Japan)
Manufacturing Dec 1970 -- Jul 1977
Human body and framework
Body style 3-door liftback
2-door hardtop
Layout FR design
Platform A20/35
Associated Toyota Carina
Engine 1.4 L T I4
1.6 L 2T, 2T-B & 2T-G I4
1.9 L 8R I4
2.0 L 18R & 18R-G I4
2.2 L 20R I4
Transmission 4-speed W40 manual
5-speed W50 manual
3-speed A40 automatic
Wheelbase 2,407 mm (94.75 in)
Length 4,170 mm (164.2 in)
Width 1,600 mm (63.0 in)
Height 1,300 mm (53 in)
Curb weight 890 kg (1,962 pound) (very early coupe) --
1,166 kg (2,571 lb) (US liftback)

Presented on October 1970 Tokyo Motor Show and sold in December of the identical year, the Celica was your own automobile that highlighted styling and operating enjoyment. Japanese designs had been initially ET, LT, ST, and GT. The platform was distributed to the Toyota Carina, a car unique to Toyota shop Japanese dealerships. The Celica filled an industry place previously held because of the 1965--1969 Toyota Sports 800, whenever Toyota Corolla shop locations are earlier referred to as Toyota general public Store, after that renamed in 1966 as Toyota Corolla shop.

For export markets, the Celica is available in three various amounts of trim; LT, ST and GT.

At its introduction the Celica was just offered as a pillarless hardtop notchback coupe, adopting "coke bottle styling". The SV-1 liftback had been revealed as a thought car during the 1971 Tokyo engine tv show. With small adjustments, this is introduced in Japan in April 1973 while the 2-liter RA25 and 1.600 L TA27 liftbacks. It absolutely was after that exported to European countries in RHD form due to the fact 1.6-liter liftback. After the October 1975 facelift, it had been obtainable in both RHD and LHD kinds in other markets. The RV-1 truck was also shown in the 1971 Tokyo Motor Show nonetheless it didn't attain production.
Toyota Celica coupe 1600 GT (TA22, Japan)

Japan GT products have various variations from ET, LT and ST such as the hood flutes, energy microsoft windows, ac, and certain GT trim, but provided a couple of things utilizing the ST -- a full-length center console and oil pressure/ammeter gauges whilst the LT had caution lights for these features. Except for the US markets, the GT had a twincam motor (1600 cc 2T-G or 2000 cc 18R-G, not available from the ET, LT or ST) and always have 5-speed manual gearboxes. For US markets just, the GT had just a single cam system (2000 cc 18R or 2200 cc 20R) with either automated or manual gearboxes.

There was also the GTV version, which launched in 1972 with slightly less luxurious internal as compared to GT. The GTV came with harder suspension for much better managing.

The first-generation Celicas can be further separated into two unique versions. The first of these ended up being the initial with slant nose (trapezoid-like form front corner light). This might be for coupe design only, TA22, RA20, and RA21. These models were made out of 1970 to 1975 and arrived built with the 2T, 2T-G 1.6-liter, or 18R 2.0-liter motor. They'd a 95 inches (2,400 mm) wheelbase. The next show had an appartment nostrils (square front spot light) and slightly extended wheelbase (98 in or 2,500 mm wheelbase). This facelift design appeared in Japan in 1974, however for export had been the 1976 design season. Japan variation have machines under 2.0 liters so as to adapt to Japanese laws concerning system displacement dimensions, thereby enabling buyers in order to avoid one more income tax for a more substantial engine. Japanese buyers performed pay a greater yearly road taxation for machines over 1.5 litres while remaining under the 2.0 litre threshold.

In a few areas, the lower-end LT ended up being designed with the single carbureted four-cylinder 2T motor displacing 1,600 cc, although the ST came with a double downdraft-carburetor 2T-B engine. The 2T-G that operated the high-end GT model had been a DOHC 1,600 cc system loaded with double Mikuni-Solex Carburetors.

The first Celica for united states, 1971 ST was running on 1.9-liter 8R system. The 1972--1974 products need 2.0-liter 18R-C motors. For 1975--77, the engine for united states Celica could be the 2.2-liter 20R. The Celica GT and LT products had been introduced in the US the 1974 model year. The top-line GT included a 5-speed manual transmission, rocker panel GT stripes, and fashioned metal rims with chrome trim rings. The LT is advertised as an economy model. Mid-1974 saw minor alterations in the Celica's trim and badges and slightly different wheel arches. The A30 automated transmission became a choice on North American ST and LT systems starting into the 1973 model seasons. For 1975, the 1974 body is used, but body-color vinyl fascia and sturdier chrome and black rubber bumpers, changed the chrome bumpers used in the sooner vehicles (relative to United States government bumper regulations). Unfortunately early 8R and 18R series engines turned out to be lower than durable, with very early failures common. The 1974 18R-C motor's durability is improved somewhat, however the 20R launched for 1975 became a significantly better engine in most respects.

Revealed in the Tokyo Motor Show in October--November 1971, the SV-1 had been the prototype for the Celica liftback introduced in April 1973.

The model is constructed on a TA22 GT framework with frame number TA22-026004. It was initially built in May 1971 as a Celica TA22 GT coupe. The mechanicals regarding the TA22 GT had been retained (1600cc 2T-G twincam engine).

The leading of indoor was the same as the TA22 GT with the exception of yet another fabric structure on the seats. Electrical screen lifts were used (optional but unusual in the TA22 GT) although TA22 GT's optional air cooling had not been current.

A corner 2 seating were independently reclining using the exact same reclining hinges and latches once the front side seating except that the back latches were in the middle. A centre cushioned plastic system had been amongst the 2 rear seats in addition to chair devices clipped involved with it you should definitely in use. The extra tyre sat vertically at the very back regarding the cargo area under a vinyl address.

The SV-1 have a back gasoline filler similar to the early coupes. Toyota changed all Celicas to side fuel fillers in middle 1972, so all manufacturing liftbacks have gas fillers on left rear quarter panel with a cover flap.

The SV-1 rear hatch glass is quite bigger than manufacturing variation. The key opening for hatch is regarding the beaver panel (it was in the hatch on manufacturing liftbacks). The barbecue grill was an ST means - similar to all 1973-1975 production liftbacks (even the GT products). Dual fatigue secrets exited out the backside (manufacturing Celicas had a single exhaust tip). An electric powered aerial is devote the left backside quarter (the TA22 had this on the left front-wheel guard).

The RV-1 (a model 2 door wagon in line with the Celica coupe) aided by the Marinetta ship and truck has also been shown in the 1971 Tokyo Motor show but did not get to production.


The more expensive 1,588 cc 2T was made out of 1970 through 1984. Cylinder bore is 85 mm and stroke is 70 mm.

The 2T engines are coupled with either a T40 4 speed/T50 5 speeds handbook transmission, or an A40 3 speeds automatic transmission.

Production when it comes to very early 2T-C bigport build is 102 hp that is also because different SAE examination means, even though the later version was 75 hp (56 kW) at 5200 rpm and 86 lb*ft (116 Nm) at 3800 rpm, compression at 9.0:1. The twin-carb 2T-B produces 90-105 hp (67-78 kW) and 85--102 lb*ft (115-138 N*m). The 2T-J, for commercial motors with less limiting emissions specifications, brings 93 PS (68 kW) at 6000 rpm and 13.1 kg*m (128 N*m; 95 lb*ft) at 3800 rpm.


Toyota Corolla E20 through E30 series
Toyota Carina A10 through A60 series
Toyota Celica A20 through A60 series
Toyota Corona TT100/106V/110
Toyota Corona TT130/137V
Toyota Corona TT140
Daihatsu Charmant
Toyota TownAce TR10V (2T-J)
Daihatsu Delta Large TB10

This engine was also commonly used in Australian Formula Two cars during 1970s and 1980s, where they usually made between 180 and 200 hp. The 1979 championship had been obtained by a Toyota 2T operated Cheetah mk6. In 1984 Peter Glover borrowed a Cheetah mk7 powered by Toyota 2T for just one round. The vehicle claimed the round and aided protected the tournament.


The 1,588 cc 12T and 12T-U (slim burn) had been made out of 1970 through 1983. They produces 88 hp (66 kW) at 5,600 rpm and 96 lb*ft (130 N*m) at 3,400 rpm. There clearly was furthermore a 12T-J version for commercial cars, which didn't have to fulfill as stringent emissions standards in Japan. In response to Honda's CVCC emissions, Toyota launched "TTC-L", utilizing a lean burn implementation.


Toyota Corolla TE52
Toyota Corolla Van TE73/74 (12T-J)
Mar 1976-Jul 1977 Toyota Carina TA31-A
Aug 1977-Aug 1981 Toyota Carina TA41-A
Aug 1979-Aug 1981 Toyota Carina Van TA49V-A (12T-J)
Aug 1977-Jun 1981 Toyota Celica TA41-B
Jan 1980-Feb 1982 Toyota Celica Camry TA41-C
Toyota Corona TT120
Sep 1978-Dec 1981 Toyota Corona TT130
Dec 1979-Dec 1981 Toyota Corona Van TT138 (12T-J)
Jan 1982-Oct 1983 Toyota Corona Van TT147 (12T-J)
Toyota Sprinter TE66
Toyota TownAce Wagon TR11G
Apr 1978-Sep 1981 Daihatsu Charmant A40
Daihatsu Delta Open Truck TB11G

A Toyota 2T-G system

The 2T-G, made out of 1970 through 1983, was a chain-driven 8v DOHC variation. Output are 110-125 hp (82-93 kW) and 105--109 lb*ft (142-147 N*m). Variations range from the air-injected 2T-GR, Japan-spec 2T-GU, and gasoline inserted 2T-GEU. Twin sidedraft 40mm mikuni-solex PHH carburetors were used in non EFI models. All 2T-G cylinder minds were cast by Yamaha, but most are not noted as a result.

The 2T-G was changed by the 4A-GE generally in most applications.


Toyota Corolla Levin/Sprinter Trueno E20 through E70 series
Toyota Celica A20 through A60 series
Toyota Carina A10 through A60 series

Just like the 2.0 L 18R-G, the 2T-G was considered the flagship motor of Toyota's 1600 course until it absolutely was superseded by the 4A-GE in 1980s. The 2T-G is still a popular motor for conversions to classic Celicas and Corollas and they are usually appropriate classic and formula rushing series.

Whenever annoyed out to no more than 89 mm and along with a 3T crankshaft, the 2T and 2T-G need a displacement of virtually 2.0L. The 2T and 3T series utilize the exact same connecting pole dimensions, because of the different pin levels in the pistons. Aftermarket pistons are available from low (<7:1) through to very high (>13:1) compression ratios. Racing 2T-G engines ("NOVA") featured 87.0 mm bore and 84.0 mm stroke for a 1,997 cc displacement. Result is around 170 PS (125 kW) at 6,000 rpm with a 12:1 compression proportion. This motor ended up being found in Formula 3 cars both in Europe and Japan (where it dominated), along with Formula Pacific (FP).

In August 1972, the end lighting had been updated from 1 part tail light (affectionately known as 1-tail) to end lighting with unique turn indicators. The trunk center garnish was also redesigned. The gasoline container had been relocated from trunk base to behind a corner chairs; the fuel filler is relocated from a concealed location between your end lighting left C pillar.
1973 Toyota Celica liftback 2000 GT (RA25, Japan)
1973 Toyota Celica liftback 2000 GT (RA25, Japan)

The liftback had been launched for Japanese market in April 1973, but not until 1976 for export systems. Products for real estate market liftback were 1600ST, 1600GT (TA27), 2000ST, and 2000GT (RA25 and RA28). The United states liftback was only provided as GT (RA29) with a 2.2-liter 20R engine. Most of the liftback versions has level noses. Although there isn't any "B" pillar in the liftback, the rear microsoft windows usually do not move straight down (as they do in hardtop coupe).

The liftback is categorised as the "Japanese Mustang" or even the "Mustang Celica" due to the styling similarities toward Ford Mustang pony car, including C-pillar louvers and the vertical bar tail lights which are a signature Mustang styling cue and general homages to your muscle-car age.
Facelift export products
1976 Toyota Celica coupe 2200 GT (RA24, US). Note increased bumpers, needed by people national law.
1976--1977 Toyota Celica Hardtop coupe 2000 LT (RA23, Australian Continent)
1976 Toyota Celica liftback 2000 ST (RA28, UK)

In October 1975, the complete Celica lineup was presented with a renovation, with a revised front bumper and grille arrangement. The newest design rules for facelift hardtop coupe are RA23 for basic worldwide market with 18R system, or RA24 for the United states spec with 20R motor. The liftback are coded RA28 for global or RA29 for people. Also readily available was the TA23, which was similar to the RA23, however with the 2T motor. The Celica RA23 and RA28 have a far more unique bulge bonnet, that has been without the TA22 or RA20 coupe and in the TA27 and RA25 liftback designs. The TA22 Celica additionally had detachable vents attached within the bonnet, which the RA23 and RA28 lacked. The RA series in addition have an elongated nostrils to support the larger system. The doorway vents, gas filler cap, and internal were furthermore various between the TA and RA show.

For 1976--1977, the non-US GT liftback was released aided by the 18R-G Twincam engine with a Yamaha head and operating equipment. This system produced far more energy versus 18R-C. Top energy had been about 100 kW (134 hp) at 6,000 rpm.

In Australian Continent, the Celica was initially introduced in 1.6 L 2T motor. The later 1975--1977 Celica was released with the 2.0 L 18R

a double overhead camshaft (DOHC) valvetrain layout was characterised by two camshafts found within the cylinder mind, one running the intake valves while the various other one running the fatigue valves. This build decrease valvetrain inertia a lot more than is the situation with a SOHC system, since the rocker arms tend to be low in size or eliminated. A DOHC build allows a wider direction between consumption and exhaust valves than manage SOHC engines. This may provide for a less restricted airflow at greater system rates. DOHC with a multivalve build in addition enables the maximum keeping of the spark plug which, consequently, improves combustion efficiency. Motors creating more than one lender of cylinders (example. V6, V8 --- where two cylinder finance companies satisfy to make a 'V') with two camshafts in total stay SOHC, unless each cylinder bank possess two camshafts; these second were DOHC, and are usually referred to as 'quad cam'.

Although the term "double cam" is usually regularly relate to a DOHC motor, its imprecise, whilst include styles with two block-mounted camshafts. These include the Harley-Davidson Twin Cam system, Riley car machines from 1926 into mid 1950s, Triumph motorcyle parallel-twins from 1930s towards the 1980s, and Indian Chief and Scout V-twins from 1920 towards 1950s.

The terminology "multivalve" and "DOHC" is individual distinctions; not absolutely all multivalve motors are DOHC and never all DOHC machines become multivalve. Examples of DOHC machines with two valves per cylinder through the Alfa Romeo Twin Cam engine while the Jaguar XK6 system. Newest DOHC machines were multivalve, with between three and five valves per cylinder.

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1971, 1972, 1973, 1974, 1975, 1976, 1977
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