The new Celica's styling theme was created at Toyota's California center, refined in shape and aerodynamics, and adapted to the production model at the Toyota-city design center.

The new Celica's radical and crisp styling theme was created in the fertile mind of an American designer at Toyota's California center, refined in shape and aerodynamics, and adapted to the production model at the Toyota-city design center. The two-door hatchback coupe shares its platform with the Japanese-market-only Vista sedan. Its 2600-mm (102-in) wheelbase is 65 mm (2.6 in) longer than its predecessor's, while overall length has been reduced by 100 mm (3.9 in) to 4335 mm (171 in). The interior space, both for occupants and luggage, has been increased by the new packaging. The car is slightly narrower at 1735 mm (68 in), and its height remains the same at 1305 mm (51 in). The base Japanese SS-I model's mass is 1090 kg (2403 lb), 60 kg (132 lb) lighter than the comparable model in the previous series. Front and rear weight distribution is 64 and 36%, respectively.

Two versions of the ZZ-series 1.8-liter inline four-cylinder engine with dual overhead camshafts and four valves per cylinder have replaced the 3S-series 2.0-L (Japanese) and 2.2-L (U.S.) engines in the previous-generation Celica. The type 1ZZ was first launched in the current U.S. built Corolla, and then adopted in the larger Japanese-market Vista. Here it is fitted with the VVT-i continuously variable intake-valve-timing system and given the FE suffix. The 1ZZ-FE produces 107 kW (145 hp) at 6400 rpm and 170 N•m (125 lb•ft) torque at 4200 rpm on a 10.0:1 compression ratio with regular-grade unleaded gasoline. The 2ZZ-GE is a new-generation engine equipped with a two-stage variable valve lift/timing system called VVT-L on both the intake and exhaust sides, combined with the VVT-i continuously variable intake-valve timing. The 2ZZ-GE puts out 140 kW (190 bhp) at 7600 rpm and 180 N•m (133 lb•ft) at 6800 rpm on a raised 11.5:1 CR with premium unleaded fuel.

The two engines share the common bore pitch of 87.5 mm (3.44 in), but have different block constructions and cylinder dimensions. The 1ZZ-FE's aluminum block has cast-in gray iron liners, which are 2.0 mm (0.08 in) thick, leaving 8.5 mm (0.33 in) of metal between cylinders. The engine has a long stroke of 91.5 mm (3.60 in) relative to the 79-mm (3.11-in) bore, obtaining a total displacement of 1794 cm³. Measuring 639 mm (25.2 in) long, 586 mm (23.1 in) wide, and 632 mm (24.9) tall, the 1ZZ-FE is about 25 mm (1 in) shorter than Toyota's own 4A 1.6-L unit. It has a mass of 102 kg (225 lb).

The 2ZZ-GE features a shorter stroke of 85 mm (3.35 in) to a large 82-mm (3.23-in) bore to attain a higher redline of 7800 rpm versus the 1ZZ-FE's 6800 rpm. The block is made of fine-ceramic-fiber- and grain-reinforced aluminum-silicon alloy. The piston's rubbing surface is iron-plated, and the pistons are internally cooled by oil jets. The 2ZZ-GE's cylinders are tightly packed, with only 5.5 mm (0.22 in) of metal between the adjoining bores. The cylinder block is split at the crankshaft centerline, and the cast aluminum lower block carries five main bearing caps.

Celica's 2ZZ-FE engine VVT-i continuously variable intake-valve timing with VVT-L, a Honda VTEC-like variable valve-lift mechanism on both intake and exhaust valves.

Dual overhead camshafts are driven by a single-stage silent chain of 8.0-mm (0.3-in) pitch in both engines. The 1ZZ-FE's camshafts act on four valves per cylinder via shimless bucket-type tappets. The new upright intake port design allows a narrow valve included angle of 33.1°. Valve diameters are 32.0 mm (1.26 in) for intake and 27.5 mm (1.08 in) for exhaust, and their lifts are 9.3 and 8.4 mm (0.37 and 0.33 in), respectively. The 1ZZ-FE adopts Toyota's VVT-i vane-type continuously variable intake valve timing system.

The high-performance 2ZZ-GE's cylinder head is unique to this engine. Valves are inclined at a wider angle of 43° for freer breathing through the upright intake ports. Valves are larger in diameter, at 34.0 mm (1.34 in) for intake and 29.0 mm (1.14 in) exhaust. The 2ZZ-GE combines the VVT-i continuously variable intake-valve-timing device with the new VVT-L, a Honda VTEC-like variable-lift and -timing system, employing two sets of cam profiles for both intake and exhaust. Below 6000 rpm, the VVT-L employs the low- and mid-speed cam profiles, and above 6000 rpm, the high-speed profiles. The high-revving 2ZZ-GE's camshafts are sprayed with lubricant oil. Timing and lift characteristics of the 1ZZ-FE and 2ZZ-GE engine are shown in the table.

Toyota betters Japan's transitional low emission vehicle standards, achieving NOx emission of 0.06 g/km, HC emission of 0.06 g/km, and CO emission of 0.67 g/km on the country's urban 10/15-model cycle. (The forthcoming 2000 national standards stipulate 0.08 g/km, 0.08 g/km, and 0.67 g/km, respectively.)

Celica Engine Timing and Lift Characteristics   1ZZ-FE 2ZZ-GE Variable system VVT-i VVT-i and VVT-L Intake valve opening 5-48° BTDC 10° ATDC to 33° BTDC High-speed intake valve opening n/a 15-58° BTDC Intake valve closing 55-12° ABDC 58-15° ABDC High-speed intake valve closing n/a 97-54° ABDC Exhaust valve opening 42° BBDC 34° BBDC High-speed exhaust valve opening n/a 60° BBDC Exhaust valve closing 2° ATDC 14° ATDC High-speed exhaust valve closing n/a 36° ATDC Intake cam lift 9.3 mm (0.37 in) 7.25 mm (0.29 in) High-speed cam lift n/a 11.2 mm (0.44 in) Exhaust cam lift 8.4 mm (0.33 in) 7.25 mm (0.29 in) High-speed cam lift n/a 10.0 mm (0.39 in)

The 1ZZ-FE's standard transmission is a beefed up version of the front-wheel-drive C50 five-speed gearbox, redesignated C56 for the Celica. The 2ZZ-GE is mated to a new six-speed unit, the C60, which has a sixth ratio added next to the fifth in the end case. The C60 may be combined with a helical-gear-type limited-slip differential. Either engine type is available with an electronically controlled four-speed automatic transmission. The U341E unit fitted to 2ZZ-GE-powered high-performance models features Toyota's Sports Steer-matic, which allows manual shifting of gears by push buttons on the steering wheel spokes.

The chassis is an adaptation of the Japanese Vista's all independent suspension. The front MacPherson struts are located by pressed-steel lower L-arms, which are attached to the rigidly mounted subframe. The top 2ZZ-GE-powered model features the Super Strut suspension, which is exclusive to Japanese Celicas. The suspension employs dual forged lower arms with double joints that locate the upright's lower end and a camber control rod that connects the strut end and the No. 1 lower arm. The lower arms form a virtual kingpin axis closer to the tire's contact center, and the camber control rod reduces the tire's camber change.

At the rear, a "double wishbone" suspension has replaced the previous strut type. The lower L-arm comprises a tubular front arm and a pressed-steel flexible rear link. The L-arm and a single upper link form double wishbones. Coil springs and shock absorbers are mounted concentrically on the tubular lower arms at their mid-length. The arm layout and bushing characteristics provide a toe-control function, inducing a stable toe-in during cornering and braking. The suspension also incorporates anti-squat and -lift geometry. The arms are attached to a hydroformed I-shaped subframe, which is rigidly mounted on the body shell.

All Celica models are equipped with ABS and EBD (electronic brake force distribution) except the sporty 2ZZ-GE Super Strut model, which is fitted with ABS without EBD. The EBD controls left- and right-side brake force distribution, as well as front and rear distribution, to aid the vehicle's braking stability during cornering maneuver.

Weight reduction was the design team's top priority. The body-in-white makes extensive use of high-tensile steel, accounting for more than 40% of its mass, and is about 10 kg (22 lb) lighter than the preceding model. A novel feature is the moonroof panel that is made of transparent polycarbonate, halving its mass.

Jack Yamaguchi