Sometimes beauty is more than skin deep. It's true of people more often than we like to admit. It's even more often true of machines. Experienced engineers will tell you that when it looks right, it works right. That brings us to the current Toyota Celica, with its racy, razor-edge lines, looking like the very embodiment of high-technology performance. And guess what: Its looks aren't lying.
Celica is light on its feet and tenacious in turns. Its energetic engine loves to rev, and you can keep the mill spinning with a six-speed gearbox. One of our contributors compared the GTS version to a motorcycle on four wheels, the automotive equivalent of a screaming, hyper-horsepower super-bike. True, perhaps, except that Celica is no exotic. It's a straightforward little machine that's heavy on fun and light on the wallet.

Celica was redesigned for 2000, and has not changed significantly since then.

GTS leads the Celica lineup with distinctive styling, nice handling and an impressive 180-horsepower 1.8-liter four-cylinder engine developed with assistance from Yamaha. The GTS retails for $21,555. Most buyers will opt for the more affordable 140-horsepower Celica GT, which retails for $17,085.
Both models are powered by an all-aluminum four-cylinder engine displacing 1.8 liters. Both feature Toyota's VVTL-i variable valve timing, lift and duration, a feature previously exclusive to the up-market Lexus division. Variable valve timing allows the previously difficult combination of high horsepower with lots of flexible torque around town. But it's not the same engine: Each Celica model has its own block, and different dimensions in bore and stroke. With 10.0:1 compression, the base GT engine makes a respectable 140 horsepower at 6400 rpm, and 125 foot-pounds of torque at a useful 4200 rpm.

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The Celica GT comes standard with a five-speed manual transmission. The GTS gets a six-speed. Either model can be ordered with a four-speed electronically controlled automatic that adds $800 to the GT, and $700 to the GTS. But only the GTS automatic features the E-Shift semi-automatic shift program from the hot Lexus GS sport sedan, which allows the transmission to be shifted manually via buttons on the steering wheel spokes.
Naturally, GT and GTS also differ in the standard equipment they offer. The GT gets a six-speaker stereo with both cassette and CD, power windows, power mirrors and air conditioning. The GTS adds two more speakers and amplified power, fog lamps, drilled aluminum sport pedals, power locks, leather steering wheel and shift knob, cruise control and alloy wheels with wider tires. Additionally, the GTS we drove had nearly all the options, including a sunroof, leather seats, a rear spoiler and 16-inch alloy wheels with lower-profile speed-rated tires.

As you might expect from a sport coupe, the Celica offers tight quarters: intimate for average-size people, perhaps cramped for larger folks. The front seats allow height adjustment, but they lack variable lumbar support. The optional leather upholstery ($660) looks and feels rich. The rear seat provides a surprising amount of space for a 2+2. A toe-operated lever on the front passenger seat allows it to slide forward for easier access to the rear compartment. The rear seat folds to expand cargo space.
The dashboard starts with a simple, clean, cross-compartment design. The gauges have orange script on a black background. Switches are easy to find and operate, particularly the stereo controls. The center console has a storage rack for eight CDs or ten cassettes.

Occupant safety remains a priority in the Celica. Side-impact beams guard against intrusion, and side airbags deploy from the front seats. The seats themselves are built with a one-piece back frame designed to limit whiplash injuries, and many interior trim pieces are deformable to soften impacts. The Celica is the first Toyota that shuts off fuel delivery if the airbags deploy.