Road Tests: Long-Term Test

Video highlights of this vehicle

Introduction
Powertrain
Suspension, Steering & Brakes
Interior Accommodations
Maintenance & Reliability
Summing Up
Changes to the Celica Since 2000
Pros and Cons
Best Logbook Quotes
Recalls & Problem History
Dealer Service Reviews
Consumer Commentary

Introduction
With the departure of the Celica GT-S early this summer, our editors were left without a serious — yet affordable — sports car to drive. Of course, with that Ferrari in the fleet, affordability might seem like a moot point. Nevertheless, for the majority of our staff, it was an anxious four-month wait for our 2002 Mini Cooper S. And while the BMW-engineered Cooper S is sure to provide hours of entertainment on back roads, it can't replace the high-strung personality of the GT-S. The Mini looks cute rather than coolly intimidating in a parking lot and already it has proven to be more of a handful to take care of than the Celica.

Such is not to suggest that our Celica was perfect during its two-year stay. It wasn't. Many of our editors were never satisfied with its powertrain, often wishing that it could be more like one of Honda's VTEC efforts. Moreover, not everyone deemed it sufficiently hospitable for everyday driving in urban congestion. And few of us could overlook the results of Toyota's cost-cutting, given the large amount of hard plastic in the cabin and the car's susceptibility to rattles and squeaks as the miles piled up. It was no surprise, then, that a 2001 Celica equipped exactly like our own didn't win our most recent Sport Coupe Comparison Test — cars like the Acura RSX and Volkswagen GTI provide a better balance of weekend performance and weekday livability.

Why, then, did our editors pick the Celica as our Most Wanted Sport Coupe Under $30,000 for 2002? Well, the easy answer is that the Mustang and RSX supporters on staff split the vote. The more satisfying answer is that for all the shortcomings of the Celica GT-S, its superb suspension, steering and brakes yield hours of entertainment on two-lane highways and at the track — and for some editors, this is enough. So join us as we sort through what we learned during two years of ownership.

In case you've forgotten, we purchased a six-speed-equipped Spectra Blue Mica Celica GT-S from South Bay Toyota in Gardena, Calif., in May 2000. Options included ABS, 16-inch five-spoke alloy wheels with 205/50VR16 Yokohama Advan A680 performance rubber, a sunroof, leather upholstery, a regular-size spoiler and floor mats. At that time, this all-new Celica was in high demand, and we couldn't do better than sticker price.

Powertrain
The seventh-generation Celica (2000 to present) restored a performance emphasis to the nameplate not seen since the mid 1980s. Sure, the All-Trac Turbos of the early 1990s made 200 horsepower, but they also weighed 3,200 pounds. By end of the sixth generation (1994-1999), the best you could do was a 135-hp 2.2-liter inline four. Understandably, we attempted to steer people toward the faster, cheaper Integra, Prelude and Civic Si Coupe.

The current Celica hatchbacks, however, are lighter and much faster. The base GT weighs in at just over 2,400 pounds and comes with a refined 140-hp 1.8-liter inline four aided by variable valve timing (Toyota's VVT-i, that is). More importantly, Toyota decided to offer a GT-S version (2,500-pound curb weight), which feeds its front wheels from a more advanced version of this 1.8-liter four that produces 180 hp at 7,600 rpm and 133 pound-feet of torque at 6,800 rpm.

The main difference between the two engines is VVTL-i, or Variable Valve Timing and Lift with intelligence. Whereas the VVT-i technology found in the GT (and many Toyota models) alters only when the intake valve opens and closes throughout the rpm range, using just one camshaft profile, VVTL-i builds on this with the use of two camshaft profiles — one for low- and mid-range-rpm operation and another for the high-rpm range. The high-rpm cam starts at about 6,000 rpm.

As we learned, though, getting to the high-cam zone — and staying in it — could be trying in the GT-S. Compared with its VTEC equivalents past and present, Toyota's 1.8-liter takes longer to reach its threshold, and once you've activated the higher lift, there's little time to enjoy the results. "By the time the Celica's 180 horsepower comes together at 7,600 rpm, it is basically time to shift," Editor-in-Chief Karl Brauer wrote in his notes. "This gives the annoying impression of being 'teased' with the car's potential rather than basking in it."

"The usable high-end powerband is very small at about 1,700 rpm, which makes it about half of the Honda S2000's," Neil Chirico, our former road test coordinator, agreed. "[The Celica's power] comes in later and does not rev as high, which makes it...nowhere near as good as the Honda's."

Additionally, to some editors, our Celica's engine seemed less placid when revving hard. "Unlike a high-powered Honda VTEC powerplant, this VVTL-i engine doesn't seem happy when spinning rapidly toward redline," Senior Editor Christian Wardlaw wrote in the logbook. "It's almost as though the motor is engaging the variable valve timing begrudgingly, with more vibration and noise as the tach needle spins upward than our old '96 Integra GS-R long-termer delivered." Similarly, Road Test Editor Liz Kim observed, "Yes, it's rewarding to actually reach [the VVTL-i threshold], but the racket, length of time and harshness that accompanies spooling all those revs makes it onerous to really extract full performance from the engine." But she conceded that given the space of an open highway and a couple hours of free time, "[the car's] entertainment value soars."

Also to be considered is the six-speed manual transmission in our GT-S. If you're a regular reader, you will surely agree that this was by far the most recurrent topic in our long-term updates — by now, everyone on staff has analyzed the abrupt on/off action of the clutch, the muscle required to move the shifter between the (uncomfortably) close gates and the overriding sensation that various drivetrain bits were "dipped in molasses before installation in the car." Less often discussed was the effect of the transmission's gearing on the driver's perception of a narrow, inaccessible high-lift zone: "The gears are spaced such that every upshift drops the Celica below 6,000 rpm, resulting in a loss of power," Chris noted.

So near its limits, the GT-S powertrain leaves a few things to be desired. But that didn't stop most of our editors from enjoying the car 80 to 90 percent of the time. "For an engine with such a high redline," said Road Test Editor John DiPietro, "I was surprised at its response at lower rpm. I expected flat throttle response at anything under 4,000 rpm, but it actually had a decent amount of pull around town."

Certainly, it would be accurate to say that the GT-S wasn't an ideal car in gridlocked traffic, where its shortage of low-end torque and tricky clutch and shifter actuation could be a tiring combination. And it's true that several drivers reported that the Celica's throttle didn't engage progressively, making it difficult to accelerate smoothly off the line and impeding efforts to get clean heel-and-toe downshifts. Also note that it took some of us days or even months to develop an attachment to this car. While these issues may put off potential buyers in the initial test drive, those looking for a car that will still entertain them thousands of miles from now might find the GT-S to be a good fit. Having returned to the long-term Celica after several months in other cars, Road Test Editor Ed Hellwig wrote, "After reacquainting myself with the finicky clutch, it was business as usual. I can barely keep myself from running it right up to the sky-high redline at every available opportunity."

And with several months' experience in the GT-S, our consumer advice editor, Phil Reed, wrote, "The Celica is like a spoiled child that demands attention. But it's also a gifted child, giving sudden, unexpected rewards."

It turns out that one less obvious reward is great fuel economy. With a six-speed manual, the GT-S is rated at 23 mpg city/32 highway, and even during two years of hard driving, ours achieved a 27.0 lifetime average (it does like premium fuel best, though). In case you're wondering, this is fourth on the all-time Edmunds.com long-term fleet list, behind the '00 Honda Insight, '98 Volkswagen New Beetle TDI and '01 Hyundai Elantra. And among the performance-oriented cars that have come and gone ('96 Integra GS-R, '99 Mazda Miata, '99 BMW 328i), the Toyota is number one.

Suspension, Steering & Brakes
Most of the complaints we had about our long-termer's powertrain were quickly pushed aside when we found ourselves on the twistiest sections of two-lane highways. Equipped with a firmly tuned, fully independent suspension (struts in front and a double-wishbone design in the rear); a sharp, accurate steering rack; and powerful four-wheel disc brakes, our Celica handled the turns as well as any front-driver on the market today. Body roll was minimal, and information concerning the goings-on of the 16-inch Yokohamas was readily available through the thick-rimmed steering wheel and the driver seat.

"You really have to push the Celica hard to get it bent out of shape," Ed noted in the logbook. "The chassis is so stable and the steering is so direct that it's basically just point-and-shoot driving. I don't think there are many cars in this price range that could keep up on a twisty road — it's that good."

After a weekend run through the coastal canyons, Brent observed, "I had recently driven a Mercedes C32 AMG and a Corvette Z06 on the same roads. Despite being half the price of these two cars, the Celica was just as much fun to drive. The Corvette is faster, of course, but it's just too much car for public roads. And the C32, while certainly capable, doesn't involve the driver like the Celica does. For twisty roads, the Celica is just about perfect."

Naturally, a car with such delightfully high handling limits is well suited for a racetrack, particularly the relatively small, technical Streets of Willow track in Rosamond, Calif., that we use for comparison tests of performance cars. Whenever we could arrange it, the GT-S accompanied us on these trips, and it never disappointed.

"The Celica makes a great track car for a couple of reasons," said Karl. "First, you can drive the snot out of it, using its abilities to their fullest, and still be well within both the car's and the driver's limits. Furthermore, the high-strung nature of the car is a blast at the track; steering feedback and suspension tuning, which can seem a bit intrusive during a daily commute, also contribute to the car's racy demeanor at a track."

The only improvement we'd suggest for future Celicas? An optional limited-slip front differential (the 1997-2000 Acura Integra Type R had one).

Editors were divided on the issue of everyday ride comfort. A couple of editors with long commutes reported that they were pleased with our long-termer's surprisingly supple ride quality, in spite of its otherwise on-edge demeanor, but another editor with an equally long daily drive found the damping too stiff (and the seat bottom too thin) for his liking. Would you be comfortable behind the wheel of a Celica on a daily basis? We'd recommend a test drive before you commit.

Interior Accommodations
Inside, the Celica mostly succeeded in providing a comfortable, driver-oriented environment. Everyone liked the supportive, heavily-bolstered sport seats, which proved comfortable for commutes (except in the case of the editor noted above who found them rather insubstantial for his tall frame) and sufficiently snug when negotiating curvy two-lanes. Some editors noted a shortage of headroom, even after making use of the manual seat height adjustment. Further, while the drilled aluminum pedals do get one in the mood to do some serious driving, we found that they could be slippery when our shoes were wet.

While the backseat doesn't offer much room for actual human beings, the Celica's spacious hatch should appeal to single people and couples who require a sports car with ample room for groceries and luggage. This one holds a total of 16.9 cubic feet.

Few drivers on our staff were satisfied with the visibility down the sides of the car or out the back — easily attributed to the Celica's rising beltline, wide C-pillars, high rear deck and generously sized spoiler. The only advice we can offer potential buyers is to play around with the side mirror adjustment. In theory, the spoiler is optional, but you'll be hard-pressed to find a Celica without one; on the plus side, the wing helps block the headlight glare of high-profile vehicles that pull up behind you at night.

The ergonomic layout is almost perfect: The gauges are large and easy to read; the stereo and climate controls are similarly large and close at hand in the cockpit; and except for the console-mounted window buttons, the secondary controls are straightforward (a standard three-stalk set for wipers, headlights and cruise and button adjustment on the driver door for the mirrors).

Where the Celica's cabin fell short was in the area of build and materials, which in the past was always a strong point for Toyotas. The cabin doesn't look cheap, but closer examination over 33,000 miles revealed an inordinate amount of hard plastics that were merely average in quality, a cardboard-like headliner and a flimsy two-piece sliding sunroof cover of the same material that began creaking in the first 5,000 miles. Besides that, our senior editor noted that "the plastic surround that encompasses the shifter, power window controls, ashtray and power point can be removed without hand tools, a distressing indication that Toyota is taking the road most often traveled by General Motors with regard to interior assembly quality."

By the time the Celica reached 22,000 miles, cabin squeaks and rattles had reached irritating levels. "I'm a little surprised that a Toyota would be this loud after such a short time," Ed wrote. "It's not like the dash panels are pulling apart or anything, but there are definitely more rattles than I would expect from a car with so few miles on it."

Maintenance & Reliability
Using the normal-duty maintenance schedule, we had the Celica serviced at 7,500-mile intervals. For the most part, the sport coupe was free of repair issues, though we did have to have the CD player replaced (the original unit skipped). On a more serious note, we had the drive belt replaced during the 25,000-mile service to correct a loud squealing noise emanating from under the hood whenever the engine was running (additionally, our road test coordinator noted that the engine had also been turning over more slowly at start-up). We never did get a satisfactory explanation (the service receipt said only "poor contact") of the problem from our dealer, Sheridan Toyota in Santa Monica, Calif., but if you check out the Consumer Commentary, you'll see that several readers have encountered a similar problem. Toyota issued a technical service bulletin (#EG01401) for this concern in Dec. 2001, so owners should be able to get the problem corrected under warranty as we did.

We had the rest of the time to enjoy the car, as the Celica never spent a full day out of service. With the assumption that our long-termer's drive belt issue was an anomaly, we feel it's reasonable to expect years of reliable service from the GT-S, with the occasional expense of tires and brakes — not that we even had to replace the brake pads during 33,000 miles of hard use.

Summing Up
After the car racked up 52,406 in sales in 2000, interest in the Celica has dropped off significantly since then — just 35,720 Celicas found homes in 2001, and only 12,851 were sold in the first six months of 2002. We attribute this to the arrival of several new competitors — the RSX, the redesigned '03 Hyundai Tiburon, the Mercedes-Benz C230 Sports Coupe, the SVT Focus, the Sentra SE-R and the Civic Si hatchback — as well as various societal distractions that prompted the traditional domestics to offer 0 percent financing. Even so, a comparatively dull sport coupe like the 2000-2002 Mitsubishi Eclipse annually brings in 50,000-plus in sales. So what's the problem?

We suppose that potential buyers are put off by the car's intense personality in GT-S form (and limited power in GT form) and seek a docile V6-powered coupe instead. Additionally, the Toyota's options list is short; you can't get a CD changer, a premium sound system, automatic climate control or even keyless entry.

Weaknesses and all, though, our Celica hadn't lost any of its original entertainment value after two years in the fleet. If you like to drive and can cut loose some of life's baggage, put the GT-S on your test-drive list.

Lease-End Edmunds.com True Market Value^®: $15,478¹
Depreciation: $8,943 or 37 percent of original MSRP²
Final Odometer Reading: 33,441
Best Fuel Economy: 34.2 mpg
Worst Fuel Economy: 19.2 mpg
Average Fuel Economy: 27.0 mpg
Total Body Repair Costs: $908.65
Total Routine Maintenance Costs: $496.22
Additional Maintenance Costs: $660.98³
Warranty Repairs: 5
Non-Warranty Repairs: None
Scheduled Dealer Visits: 5
Unscheduled Dealer Visits: 2
Days Out of Service: None
Breakdowns Stranding Driver: None

¹This is the private-party sale TMV for a Spectra Blue Mica 2002 Toyota Celica GT-S (with six-speed manual transmission) with 33,441 miles in "clean" condition in the 90404 zip code as of April 2002.

²In this instance, we're comparing the Celica's original MSRP (including options and destination charge) of $24,421 with the private-party sale TMV (including options) of $15,478 as of April 2002. If you compared the original MSRP with the current dealer retail TMV, the depreciation would be considerably less.

³We did have to spend $660.98 at 15,000 miles on a new set of 205/50R16 Yokohama Advan A680 performance tires, but that's merely evidence of how hard we drove the car, rather than a shortcoming on its part.

Changes to the Celica Since 2000

2001 — No changes.

2002 — Again no changes, save for the addition of a black mesh cover for the front grille. A Celica Action Package that included an aggressive front-bumper, rocker panels and rear aero bumper and an oversize adjustable rear spoiler was added to the options list.

Pros and Cons

Pros: Sharp reflexes, powerful brakes, lots of power at higher rpm, comfortable front seats, spacious cargo-hold, user-friendly cabin layout, great fuel economy, genuinely fun to drive hard.

Cons: Tricky six-speed manual, VVTL-i engine's second wind doesn't last long, compromised visibility, mediocre interior materials, small rear seat, susceptibility to cabin rattles, limited feature content.

Edmunds.com Says: The Celica is perhaps the best-handling front-driver on the market, but performance comes at the price of everyday convenience.

Best Logbook Quotes

"This thing is a go-kart with air conditioning. The combination of size and a well-tuned suspension delivers thrilling handling characteristics that leave you praying for a wide-open freeway ramp." — Ed Hellwig

"Good riddance, Celica. Maybe you'll grow up someday and become a real car." — Scott Memmer

"There I am, loafing along on the 405 freeway at 70 mph in sixth gear, listening to Chris Issak croon about a lost love, when a couple of spiky-haired kids in a brand-new HKS-massaged Mitsubishi Eclipse start shadowing me. Imagine their surprise when they see my dull brown polo shirt, my salt-and-pepper hair and my Levi's-clad 38-inch waistline. They want to race, and I just want to get home, crack open a Sam Adams, and read Men's Journal. At that exact moment, I felt like Geritol." — Christian Wardlaw

"The backup beeper made me feel like I was in a garbage truck — or about to be hit by one." — Philip Reed

Recalls & Problem History

Recalls: None

Problem History:

1. The CD player began to skip in June 2000. Sheridan Toyota could not duplicate this concern during the 5,000-mile service, but by 10,000 miles, the problem was chronic and our service advisor agreed to replace it under warranty.

2. We noted a rattle ostensibly from the sunroof cover in July 2000. Sheridan Toyota lubed the weather stripping under warranty in August 2000. By 15,000 miles (February 2001), the rattle had resurfaced.

3. One editor noted a driveline shudder on upshifts to second gear under hard throttle, but subsequent drivers weren't bothered by it, so we never brought it to the attention of our service advisor.

4. We noticed a rattle from the cargo area at 15,000 miles. When we brought it to our dealer's attention at 25,000 miles, a technician solved the problem by tightening the spoiler — Toyota issued a technical service bulletin for this concern.

5. At about 25,000 miles, a loud squealing noise began emanating from under the hood whenever the engine was running. We also noticed that the engine was turning over more slowly when we started the car. Our dealer replaced the drive belt under warranty, but we never got a full explanation of the problem. We've since learned that this is a common complaint among GT-S owners and is covered by a service bulletin.

6. Editors reported a squeaky door hinge in February 2002, and it was lubed under warranty during the 30,000-mile service.

Dealer Service Reviews

Sheridan Toyota in Santa Monica, Calif.

August 2000
"The Celica went in for its first service this month with 6,542 miles on the odo, meaning we ran 1,500 miles past the 5,000-mile service mark. Oops. In addition to the overdue maintenance, we had several concerns that we wanted to have addressed. The first was a sunroof rattle/squeak. We also had them inspect a CD player that was reported to have an intermittent skip and a rough engine idle when stopping following hard accelerating....

"What Sheridan Toyota in Santa Monica told us after diagnosing the sunroof rattle was that the weather stripping required some lubricant. This was covered under warranty. They could not duplicate any of the other concerns, so no other actions were taken, except for notations on our paperwork....

"According to the owner's manual the 5,000-mile service includes replacement of the engine oil and filter along with a tire rotation and a few visual inspections. What the dealer charged for this seemingly small service was $49.99 plus tax, although they did conduct more inspections than were listed by Toyota in the owner's manual."

November 2000
"In addition to having the oil and oil filter changed [as part of the 10,000-mile service], we had the dealer check on a chronic skipping CD player. Our service advisor, Christian Readyhoff, was an absolute pleasure to deal with. Why can't more dealers find gems like this out there? Christian handled everything with aplomb and class and promised a speedy resolution to the CD crisis. Good to his word, he called us when the new CD unit arrived. We're in the process of scheduling an appointment to have it replaced, and we hope this is the last we'll have to deal with it."

February 2001
"...After some thieves decided that our glovebox surely contained stacks of unmarked $20 bills, we were forced to replace a shattered passenger-side window. Sheridan Toyota in Santa Monica ordered the glass, and it was replaced the next day. As long as the car was at the dealer, we decided to perform the 15,000-mile service, as well. That included the usual oil and filter change along with new gearbox oil and a check of the battery and brakes. Our service advisor, Mark Platz, was very helpful and efficient, delivering the car with all the work completed on time."

July 2001
"On a more pleasant note was the experience we had when we brought the Celica in for its 22,500-mile service. We had received a coupon from Sheridan Toyota in Santa Monica for this service, showing a cost of $52.95 for an oil and filter change, tire rotation and various checks and adjustments. When we dropped the car off at 9 a.m., we showed the service manager our coupon and (unlike with some other service departments) were not given a song and dance about some 'dealer-recommended' service that would cost three or four times as much. He cheerfully told us the car would be ready in the afternoon and that he'd call us as soon as it was done. Around lunchtime, we got a call from the lads at the service department telling us the car was ready. We went to pick up the car and exchanged $54.20 (including tax) for the keys to our li'l blue bomber."

September 2001
"[We] had to take the Celica in prematurely for some unexpected problems. Road Test Coordinator Neil Chirico had noticed a squeak-type noise emanating from under the hood whenever the engine was running. The squeak sounded like a drive belt or bearing noise, and since it was accompanying the engine turning over slower than normal when starting the car, he felt it should be looked at before he got stranded somewhere.

"Our local dealer, Sheridan Toyota, got us in the same day we called and promised to at least look at our concern that day. They were also going to check out an annoying squeak that was coming from the hatch area. Surprisingly, they were able to repair both of our issues the same day. They replaced the drive belt with a new one but with no explanation of what the cause of the noise was except for the words 'poor contact.'

"On our second concern, they were better equipped to explain to us what they did and why. Apparently, Toyota has a bulletin out about some of the rear spoilers getting loose over time. They, according to our service advisor, replaced the hardware that mounts the spoiler to the hatch, although the repair order states that they 'tightened rear spoiler.' Either way, both of our concerns were taken care of, under warranty, and we got the car back the same day. Now, that's service."

February 2002
"We just had its 30,000-mile service performed, and except for lubricating a squeaky door hinge, nothing extra was required above the standard service. What was done was the following: replacement of vital fluids (oil and coolant) and air filter; inspection (and setting if required) of the timing and emergency brake; and a tire rotation. The brakes, hoses and steering system were also checked and found to be in fine shape. The charge came to $245, which we felt was steep, but when a car only sees the service department for routine maintenance, the dealer has to make the most of it. A cleaning of the fuel injectors was 'recommended' for $144, but we declined, as we've noticed no problems such as tough starting, rough idle or hiccups during hard acceleration."

Consumer Commentary

"I drive a 2000 Toyota Celica GT-S 6-speed. I bought the car new in June of 2000, and I love it. I always drive the heck out of it and it still acts like a new car. The car handles and performs like a purebred champ. My only real complaint with the new Celica (2000-up), is the belt tensioner. It seems that every Celica out on the road has had this thing go bad. The car squeals as if it were an old, old, old ford or something. Toyota really needs to find a solution for this, or it will definitely lose sales because of it. I hate to drive my car when it is squealing like it does. I had the tensioner replaced 3 times under warranty so far, and i am probably going to need it replaced again. It has started squealing again. Besides the belt tensioner, i absolutely love my Celica. "Looks fast" ha, it IS fast. Especially through the twisties. I never race it of course!" — L. Houck, Grayson, Ky.

"I have a 2000 GTS with just about 36K miles. It was bought new and was nearly fully loaded (16" wheels, leather, sun roof, ABS, rear spoiler), about the only way it could be purchased when I got it. I would have preferred a cloth interior and no rear spoiler. I use the car for my daily commute (about 25 miles each way) over Westchester, N.Y. parkways. I get just about 30 MPG. I have had no major problems with the car. I did have the injectors replaced under warranty when I kept getting an "Check Engine" light. Also, I recently had the "accessory" drive belt changed under a technical service bulletin - but only after I lived with a squealing noise for over a year. I was even charged for "de-glazing" the belt on an earlier visit when I complained about the noise. However, having read about similar problems in your GTS Town Hall, I was persistent. I also had the two front nuts on the rear spoiler posts (inside the deck lid) fall off causing a very annoying squeak as the spoiler rocked with air pressure. I fixed that on my own.

What I like:
1) gas mileage
2) Hatchback body (a big reason I bought this over other cars I considered)
3) ride
4) 2+2 seating (much more convenient than my previous car - a CRX-Si)

What I'm not sure of:
1) The styling
2) The narrow power band (Fun when you get there, but hard to stay in it.)

What I don't like:
1) The transmission - I autocross the car and still find it almost impossible to get a clean 2 to 1 down shift. Also. the ratios at this point are poor. If I shift at the red line in first I'm over 1500 rpm below the 6500 rpm you want to come into second at.
2) Poor tire wear. Lucky to get 18000 miles on the fronts. (Yes, I know autocrossing affects this, but my CRX with the same use got at least double the mileage. That car was some what lighter - 2000 pounds vs, 2500, but it also had a much smaller contact patch.)
3) The interior shows all sorts of scratches
4) Expensive parts. I recently had what should have been a minor accident however being the other car was a truck with a high bumper the damage was a lot more than I would have thought and the Toyota parts cost didn't help. How about a radiator over flow bottle for $140!
5) The temperature gauge. The bars are just not very precise. A simple analog gauge would work better and be cheaper, The same arrangement on the fuel gauge is OK because it isn't critical yet it has many more markings. (While on the subject, I would have liked an ammeter and oil pressure gauge, but I realize no one puts those in anymore.)
6) The speedometer. Why does it go so high when the maximum actual speed is about 135. Having such a big range forces the actual band I drive in (50 to 70) into a small segment at the nine O'clock position." — F. Cardone, Yonkers, N.Y.

"My Celica experience got off to a mediocre start when, after three weeks of ownership, an Infiniti owner pinned it against the curb, causing $8000k worth of damage to wheels, suspension and body. (Those GT-S wheels are expensive!) After 2 months of repairs I had to struggle to get the body shop to document what parts had been on back-order, in order for the insurance company of the other party to cover the rental fees.

"For a few months, the body would make scary creaking and groaning noises whenever the car was subject to any kind of G-forces, so I only had those initial 3 weeks (i.e. the break-in period) to enjoy the new-car feeling. Yet, I am extremely happy with the choice of my first car. The creaking is gone. I have recorded a lifetime gas mileage of 28.9 mpg after 26000 miles. The performance is outstanding for a $25k car, and the only unexpected maintenance has been a broken floor mat plastic retainer.

"I would not recommend putting tall people in the back for longer road trips, but when I picked up my winter tires I just flipped down the back seats and fit them all! Both my girlfriend and I are impressed with the sound quality of the stock stereo, although the stock tires are quite noisy on the highway." — M. Conradi, Cambridge, Mass.

"I love my 2000 Celica GT-S! The rush of the powerband as the tach rolls past 6000 rpm feels like a sportbike; I can't get enough of it. I also love the powerful brakes, great fuel economy, spartan but functional interior, and I even like the firm transmission. It feels more precise and mechanical than other cars I drive." — S. Cherry, Castle Rock, Colo.

"I ordered a 02 Celica GT-S in November, and took delivery on about Jan. 17th from Clearwater Toyota. To date (May 9) I have put over 4,500 miles on the car. I have found myself driving to visit friends that I haven't been to visit in my time with a Jeep Wrangler. So far I have been very happy with my Celica. I have noticed that when I first start the car, it is a little sluggish if I try to "gun it." But after a couple minutes of driving it responds fine. The car is fairly fast, as long as I go above 6k rpms. But with all these high powered sedans coming out I find myself starting to question if Toyota could put a little more kick in the Celica GT-S. I'm over six feet tall and I find the interior fine for my size. I guess I've adjusted to the "laid-back" driving style, or never really thought about it. The fasted I've had it is about 130 mph, and the car handled fine at those speeds. It felt like I wasn't going much faster than 55 mph. I have had no problems with the cars build quality. Everyone I know loves the car and how it looks. Even though I think it looks a little faster than it is. The radio is great, My only real concern with this car is how will the engine hold up over time. Since I drive this car above 6k rpm's as much as possible, I wonder if the engine will still have the same pop when I approach 40k or 50k miles. I love the leather seats, and find the interior comfortable. The tires and rims are very nice, and it brakes great. The handling is spectacular. My car was ordered with anti-lock breaks, side airbags, leather, floor mats, 16 in tires, sunroof, and I don't think there was much more to get. So I would have to agree with those who said the extras were a little thin." — P. Burns, Tampa, Fla.

"I own a 2000 Celica GT-S with the 6-speed manual tranny. I purchased it in September of 2000. I have been keenly following your long-term road test of the same car and have found it very interesting and informative. I agree with most of the remarks made by the various Edmunds.com editors who drove the Celica over the past 2 years. I think the car handles great, accelerates very well, looks awesome, has very good front leg and headroom (I am 6' 1"), has ample cargo volume for a small coupe, and has a well thought-out instrument cluster and ergonomically-placed controls. Shifting the 6-speed transmission takes some practice, but eventually becomes second nature. The busy ride and jittery steering can get wearisome on long trips. Road noise is on the high side for a 24-thousand dollar car.

"I was surprised that you put over 33,000 miles on your Celica without running into any major problems or defects. You must have the luck o' the Irish!

"I have owned the Celica for 20 months now and have put 18,600 miles on it. I don't drive the car hard and have not modified it in any way. I use premium unleaded gasoline, perform all required maintenance on time, and generally take very good care of my Celica. Nevertheless, I have had nothing but problems with this car. Here are the more memorable ones:

1- Jammed CD player after one week of ownership - replaced
2- Both front headlamps filled with water after moderate rainfall - headlamp assemblies replaced
3- Squealing alternator belt - replaced alternator belt and tensioner
4- Defective cruise control that disengages abruptly without driver input - cruise control computer replaced
5- Malfunctioning alarm/keyless entry system - repaired
6- Rattling moon roof - repaired - still rattling
7- Rattling map-light assembly - repaired
8- Rattles in trunk - repaired - still rattling
9- Harsh vibration and noises from engine compartment at 4000rpm - caused by negligent dealership mechanic who stripped the engine-mount bolts and threads - not fully repaired yet
10- Leaking water pump - replaced
11- Defective transmission - replaced along with clutch
12- Rattling noise in engine compartment when starting from a complete stop - not resolved after three visits to dealership - suspect has something to do with damaged engine-mount

"I have all the service records for the above problems as well as for all the regular maintenance. I am extremely frustrated with this car and with the level of service I have been receiving. I expected to buy one of the most reliable vehicles, but ended up with a car that has averaged 3 dealership visits every month! I have heard from several Toyota mechanics that many other 2000 Celicas are having similar mechanical, electrical, and trim problems. Toyota pioneered many of the quality control concepts in the early '70s that have been embraced by the rest of the manufacturing world. Lately, they seem to have lost sight of these concepts in favor of more cost-reducing, profit-inducing approaches that sacrifice quality. When I bought this car I thought it would last me a lifetime, but here I am, not even two years into ownership and already shopping for another car - definitely not a Toyota." — Z. Malek, Edison, N.J.