BUYER’S GUIDE

Toyota Celica (first-generation) review

What Japan’s answer to the Ford Mustang lacks in V8 muscle, it makes up for in cool ‘70s style…

What Is It?

As the 1970s dawned, the Japanese car industry’s increasing confidence inspired a new generation of sporting models, combining influence from American muscle cars and contemporary European coupés reimagined for local tastes. Thanks to its dominance on the track, the king of the local scene was undoubtedly the legendary Nissan Skyline GT-R, the Hakosuka now a bona fide six-figure classic.

Contemporary rivals like the rotary Mazda RX-3 and this first-gen Toyota Celica did their best against the Nissan on the track, but had more success in the export market as proud ambassadors for Japan’s growing ambitions as a global automotive power. The first of seven generations of Celica, the original’s American influence is clear in its looks, especially the Mustang-aping Lift Back. But its combination of style, relative affordability and sporting cred – especially in rallying – were the blueprint for generations of Celicas to come.

Corrosive Areas

Sills

Boot floor

Inner wings

Checklist

Celica launched in 1970, with ambitions to combine Toyota’s existing reputation for worthy, reliable cars with a bit of sporting glamour
Initial engine range comprised 1.4 and 1.6-litre versions of Toyota’s T-series four-cylinder with a spicy twin-cam version of the latter for the Japanese market, badged GTV
Bigger 2.0-litre R-series motors were also available in single and twin-cam versions, depending on the market in which they were sold
Most earlier cars have the sharper ‘trapezoid’ sidelights and slimmer front bumper combination – also look out for the flat bonnet with stylised chromed vents running each side
Lifestyle-oriented Lift Back introduced in 1973 with very obvious Ford Mustang Fastback styling influence – coupés remain more numerous, though
1974 facelift – sometimes called ‘long nose’ – introduced square sidelights, a bonnet bulge and bigger bumpers for the American market
Toyota was keen to prove the Celica in motorsport from the start, winning the 1973 Fuji 1000KM with a turbocharged Lift Back, racing with some success in the early ‘70s European Touring Car Championships and also entering rallying
Don’t be surprised to find cars reflecting this motorsport influence in terms of looks, engine upgrades and other mods
Gearboxes range between four-speed and five-speed manuals and an automatic, again depending on the market in which it was sold
Japanese market cars obvious for their wing-mounted rear-view mirrors, where US and other cars have them more conventionally positioned on the doors
Given availability of panels and other spares, buying on condition is absolutely critical, a proven history in a dry climate is a good starting point but no guarantee there won’t be rust lurking
Originality is nice to have and decoding the chassis plate will help you cross-reference whether the car has the correct engine, but buying on condition is probably more important
Saloon-derived engine is understressed and should be tough, but make sure you do all the usual checks for contaminated oil, fluid leaks, oil pressure and smooth running
Of the million or so Celicas eventually built, American cars are probably easier to come by but the Japanese market versions have the more desirable engines and specs, and are of course right-hand drive

How does it drive?

Like many coupés of its era the Celica was built on more humble saloon foundations, in this case the regular Carina. And if not revolutionary in any technical sense, it’s got solid foundations with its coil-sprung rear axle and decent performance, especially with the twin-cam versions sold in certain markets. In this guise even the 1.6 has enough to show an equivalent Ford Capri a clean set of heels.

While it can’t match the six-cylinder sophistication of its Hakosuka GT-R or the curiosity value of the RX-3’s rotary engine, the Celica is far from disgraced in their company, as its race-winning performance in the 1973 Fuji 1000KM and successes in European touring car racing and rallying proved.

What’s good?

While the Lift Back wears its Mustang influence (very obviously) on its sleeve, the regular coupé is a handsome machine, whether that be in stock trim or ruded-up in ‘70s Japanese performance car style hunkered down on fat rubber and riveted on plastic wheelarch extensions.

Where Hakosuka GT-Rs have gone crazy in price terms and an RX-3 has its rotary worries, a Celica is a much safer bet as a ‘70s Japanese classic to live with, and represents a more leftfield alternative to a Capri, Lancia Fulvia, Alfa Romeo Giulia coupé or similar. That’s reflected in a growing appreciation for Japanese classics of this era but it’s still a distinctive and individual choice.

What’s bad?

Rust is, inevitably, always a concern on any car of this vintage. The more so for the fact the Celica was never a massive seller in the UK and doesn’t have the support network of parts and easily accessible specialist knowledge that would have your back with a more conventional pick.

Choice will also be limited, so finding a good one could well be a challenge. If originality matters this may also present a further test, the myriad model, trim and engine combinations offered in various different markets and the popularity of engine swaps and other modding over the years means matching number combos of car and powertrain could be something of a unicorn.

Which model to choose?

The Celica was a big seller in America, beating the Porsche 911 Turbo, VW Rabbit (the US name for the Golf), Honda Civic and Renault 5 to Motor Trend’s Import of the Year title in 1976. As a result, many of those in the market may be US market cars, meaning left-hand drive, ‘Federal’ bumpers and lazier states of tune.

The really desirable cars are the Japanese market twin-cam 1.6 and 2.0-litre models, which are more period authentic and have proper power, especially in 2000 GT form. But you’ll have a job on your hands finding an original one. If we were in the market ourselves, a pre-facelift coupé with the cooler ‘trapezoid’ sidelights and smaller chrome bumpers would be our pick for the style, condition of greater importance than the engine under the bonnet.

Specifications – 1973 1600 GTV

Engine

1.6-litre four-cylinder petrol

Power

115PS (85kW) @ 6,400rpm

Torque

142Nm (105lb ft) @ 5,200rpm

Transmission

Five-speed manual, rear-wheel drive

Kerb weight

990kg

0-62mph

N/A

Top speed

118mph

Production dates

1970-1977 (all versions)