2000 toyota celica gt

2000 toyota celica gt DEFAULT

2000 Toyota Celica Specifications

compare features & specs

Compare 2000 Toyota Celica different trims:

3-Door LB GT Automatic

3-Door LB GT Automatic

3-Door LB GT Manual

3-Door LB GTS Automatic

3-Door LB GTS Manual

3-Door LB GT Manual

3-Door LB GT Automatic

3-Door LB GT Manual

3-Door LB GTS Automatic

3-Door LB GTS Manual

3-Door LB GTS Automatic

3-Door LB GT Automatic

3-Door LB GT Manual

3-Door LB GTS Automatic

3-Door LB GTS Manual

3-Door LB GTS Manual

3-Door LB GT Automatic

3-Door LB GT Manual

3-Door LB GTS Automatic

3-Door LB GTS Manual

Gas Mileage

27 mpg City / 34 mpg Hwy

Gas Mileage

28 mpg City / 34 mpg Hwy

Gas Mileage

23 mpg City / 30 mpg Hwy

Gas Mileage

23 mpg City / 32 mpg Hwy


Front Wheel Drive


Front Wheel Drive


Front Wheel Drive


Front Wheel Drive


Automatic w/OD,


Automatic w/OD,

Sours: https://www.thecarconnection.com/specifications/toyota_celica_2000

Road test: 2000-2003 Toyota Celica

Toyota took the seventh-generation Celica back to its affordable sports car roots, when it gave the 2000-model compact coupe a radical redesign.Reliability is usually surrendered or compromised when performance is the objective, but not when there's a tri-oval on the hood. Celica can be a gem of used car!Calty Design Research Inc. in Newport Beach, Calif., created its sharp wedge-style appearance that appears ready to charge, even while it's standing still.Although a little shorter than its predecessor, this Celica has a longer wheelbase that leaves ultra-short body

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Publishing date:

Aug 10, 2011 •  May 15, 2021 •  3 minute read

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Toyota took the seventh-generation Celica back to its affordable sports car roots, when it gave the 2000-model compact coupe a radical redesign.


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Reliability is usually surrendered or compromised when performance is the objective, but not when there’s a tri-oval on the hood. Celica can be a gem of used car!

Calty Design Research Inc. in Newport Beach, Calif., created its sharp wedge-style appearance that appears ready to charge, even while it’s standing still.

Although a little shorter than its predecessor, this Celica has a longer wheelbase that leaves ultra-short body overhangs both front and rear. The tall tail end allows some extra trunk space, but driver rear vision is sacrificed.

Under the hood of the base GT version is a 1.8-litre, four-cylinder (1ZZ-FE) engine rated at 140 h.p. with 125 ft.-lbs. of torque.

That’s more than adequate for a car that weighs just 1,161 kilograms (2,560 lbs.). In addition, it has a thrifty fuel-consumption rating of 8.6 L/100 kilometres in the city and 6.6 L/100 km on the highway.


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The other version of the Celica is the GTS, which has a 1.8-litre four-cylinder (2ZZ-GE) engine.

A higher compression ratio and variable valve lift in addition to variable valve timing allows this motor to churn out 180 h.p. @ 7,600 r.p.m. (that’s a magic 100 h.p. per litre ratio) and generates 130 ft.-lbs. of torque @ 6,800 r.p.m.

Tuned by Yamaha, it’s a screamer of an engine that redlines the tachometer at 8,400 r.p.m., but lacks punch at low r.p.m.

Additional mechanical differences between the two versions include a five-speed manual transmission in the GT, while the GTS has a six-speed.

The optional four-speed automatic on the GTS has E-shift, which is a manual operation mode feature with shift-buttons mounted on the steering wheel. And the GT has rear drums, whereas it’s discs all-around on the GTS. The dash is simple with big analog gauges in the instrument panel.


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Up front, it has sporty bucket seats and there are two 50/50-split folding seats in the back, but they’re a tight fit for adults.

Toyota has an excellent reputation for high build-quality and it’s also evident in the overall fit and finish of the Celica.

Other than the addition of a standard rear spoiler for the GT trim level in 2002, the Celica didn’t change much until 2003.

There were only two safety recalls on this generation Celica.

A floor mat that slides and can interfere with the accelerator pedal on Panasonic editions of the ’02 Celica is the first one.

The second applies to both the ’02 and the ’03 Celica. A check valve inside the fuel-filler pipe may fall into the tank during refuelling.

Dealers will inspect the check valve or replace the fuel tank if the valve cannot be engaged or has fallen into the tank.


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A well-preserved used Toyota Celica is an in-style compact sports coupe purchase, which makes bargains hard to find.

Celica owners are generally unwilling to part with a good one unless they receive a premium price. (And who can blame them!)

Bob McHugh is the senior technical adviser at BCAA.

– – –



2000 Celica GT $16,900 to $19,900 $25,695

2001 Celica GT $18,200 to $21,200 $25,830

2002 Celica GT $19,700 to $22,700 $26,370

2003 Celica GT $21,400 to $24,400 $26,370

Used-vehicle prices vary depending on general condition, distance driven (odometer reading), usage history and options fitted. Regardless of its general reputation, a used vehicle should be checked by a qualified auto technician before you buy it. BCAA Vehicle Inspection Service (604-298-2755) provided information for this article, and offers this service.

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New Car/Review


SEE ALSO: Toyota Buyer's Guide

by Carey Russ

Toyota Celicas have been around since 1971. There have been a huge variety of Celica models since then, but most have been more ``sporty'' than ``sports'' cars, emphasizing style and comfort over pure performance. No complaint there, as Toyota has sold a few million of them. But the Celica's performance image has recently been enhanced. There is an all-new, seventh-generation Celica for 2000, and, in top-level GTS trim, it's among the highest- performance Celicas ever. Only the late All-Trac Turbo, produced from the 1988 to 1993, compares to it in speed and handling ability. There are two grades of new Celica available. The GT offers the expected style, comfort, and build quality, and gets sporty performance from a 1.8-liter, 140-horsepower twincam four- cylinder engine, matched with a five-speed manual or four-speed automatic transmission. The GT-S shares the style of the GT, but hides a different 1.8-liter four-cylinder engine under its hood. A special cylinder head developed by Toyota and Yamaha allows it to develop 180 horsepower, for much more extreme performance. The collaboration between Toyota and Yamaha is not as unusual as one may think. The two companies have cooperated before, producing the rare and exotic Toyota 2000GT of the late 1960s. And Toyota recently bought an interest in Yamaha, to gain Yamaha's knowledge to develop Toyota racing engines for its upcoming involvement in Formula One. The 2000 Celica GT-S is not as rare as a Toyota 2000 GT or as exotic as a Formula One engine, but it gives Toyota a serious presence in the hot compact sports coupe market.

The 2000 Celica GT-S is a front-wheel drive car with a standard six-speed manual gearbox or an optional four-speed automatic. The automatic is more performance-oriented than expected, with manual shifting courtesy of buttons placed on the steering wheel, the same as the ``E-shift'' in its cousin, the Lexus GS400. I recently had the opportunity to spend a week with both a manual and an automatic Celica GT-S. The engine shines best at high rpms, so the six-speed is the way to go for maximum performance. But it also has more midrange torque than expected, and a wide range of useable power, so the automatic works well too. In either form, the new Celica is quick and entertaining, and remarkably comfortable.

APPEARANCE: Although it was styled at Toyota's CALTY design studio in Southern California, the 2000 Celica has the look of contemporary Japanese animation thanks largely to the front face, with complexly-formed triangular headlights for eyes, an inset hood scoop and vent for a nose, and the low, wide air intake mouth. Photographs don't do it justice. The fastback passenger cabin placed far forward and the short, steeply-sloped hood are the antithesis of the ``classic'' long-hood, short deck sports car design, but that dates from the days of front-engined race cars and, although it is a front-engined, front-wheel drive car, the new Celica takes its styling from contemporary mid-engined race cars. The unique character lines on the sides move the car's visual center forward, and blend into the large rectangular taillights. Toyotas have been criticized for having bland styling in the past. Love it or hate it, no one can call the 2000 Celica ``bland.''

COMFORT: The Celica's interior is as highly styled as its exterior, and looks like a combination of spaceship cockpit and video-game console. It's designed to appeal to young buyers. Multiple textures and materials give it a busy look, but there is no degradation of space and comfort. It's roomier than one would expect, given the exterior size, and can hold two adults in the rear seat, at least for a short time. The manually-adjustable front seats are thin but comfortable, reasonably-bolstered sports buckets. Leather is available, but the standard suedelike cloth is grippy and cool in warm weather. The rear bench is contoured for two, with adequate room for medium-sized adults for short distances - which is all that is expected from a 2+2 sports coupe. The instrument panel is very stylized, with instruments in a three-lobed pod and an interestingly- shaped extension to the center console housing the climate and audio controls, a storage compartment, and the digital clock. The rear hatch has an integrated cargo cover, and liftover is lower than usual for fastback hatchback sports coupes. Don't be fooled by the futuristic styling. The new Celica is as practical and comfortable as expected from Toyota.

SAFETY: The new Celica has an energy-absorbing chassis structure designed for occupant protection, whiplash-reducing front seats, standard front and optional front side airbags, and three-point safety belts for all positions.

ROADABILITY: The new Celica GT-S's relatively long wheelbase and rigid chassis not only contribute to interior space, they help give it great ride and handling characteristics as well. Comfort is definitely not compromised; neither is cornering ability, except perhaps for seriously-committed enthusiasts. And there's always the aftermarket for them. The standard suspension tuning combines a comfortable ride with tenacious handling. Steering effort is just right, and turn-in is quick. Torque steer is notably lacking. The GT has rear drums, but the GTS has larger four-wheel disc brakes. As expected, the GTS is great fun on a twisting road. Because of the relatively supple ride quality, it also works on long highway stretches. The new Celica GTS is not just a weekend toy.

PERFORMANCE: In most everyday use, the Celica GT-S feels like a 1.8-liter sports coupe with a healthy amount of power. That would be with the automatic in auto mode, or with the six-speed manual, shifting when car-calibrated ears detect a busy engine around 5000 rpm. People who habitually drive with those styles need look no further than the Celica GT. The GT-S works well at those engine speeds, too, but it really needs to be revved to reveal its full potential. Don't be afraid, hit the afterburner, and the GT-S engine is at its best from 6000 rpm to its 7800 rpm redline or 8400 rpm fuel cutoff. The trick Yamaha-developed cylinder head has separate low- and high-rpm cam lobes for variable valve lift and timing and it also rotates the intake cam (``degrees'' it, in tuner parlance) to further optimize performance. The result is very useable low- and mid-rpm performance for most everyday driving and a spectacularly enthusiastic high-end power surge. Because the engine is operating at relatively low speeds in 6th gear on the highway, fuel economy is very good. I got 25 mpg in mixed highway, town, and enthusiast use. The 6-speed manual gearbox has well-spaced ratios and smooth shift linkage. The 4-speed automatic shifts very smoothly in automatic mode, and works well in pushbutton-on-the-steering-wheel manual mode. But four gears are not enough to extract maximum performance from the engine - when upshifting, revs fall below the heart of the power band.

CONCLUSIONS: Toyota aggressively enters the sport-compact fray with the new Celica GTS.

SPECIFICATIONS 2000 Toyota Celica GTS Base Price $ 21,165 Price As Tested $ 22,990 Engine Type dual overhead cam 16-valve inline four-cylinder with variable valve timing and lift Engine Size 1.8 liters / 110 cu. in. Horsepower 180 @ 7600 rpm Torque (lb-ft) 133 @ 6800 rpm Transmission 6-speed manual Wheelbase / Length 102.3 in. / 170.4 in. Curb Weight 2500 lbs. Pounds Per Horsepower 13.9 Fuel Capacity 14.5 gal. Fuel Requirement unleaded premium, 92 octane Tires P205/50 VR16 Yokohama Advan A680 Brakes, front/rear vented disc / disc, antilock optional Suspension, front/rear independent MacPherson strut / independent double wishbone Drivetrain front engine, front-wheel drive PERFORMANCE EPA Fuel Economy - miles per gallon city / highway / observed 24 / 32 / 25 0 to 60 mph 6.6 sec 1/4 mile (E.T.) 15.2 sec Coefficient of Drag (cd) 0.32 OPTIONS AND CHARGES Anti-lock brakes $ 550 16-inch alloy wheels with 205/50 R16 tires $ 60 Side airbags $ 250 Rear spoiler $ 435 Carpet floor mats $ 75


Sours: https://www.theautochannel.com/vehicles/new/reviews/2000/russ0019.html
Regular Car Reviews: 2000 Toyota Celica GTS

Wees slim, check van tevoren CARFAX. Jouw bron van voertuighistorie.


Schone schijn is er genoeg in de markt van tweedehands auto's. Maar wat zit er onder die glanzende motorkap? Als onafhankelijke aanbieder van kentekenchecks en voertuighistorie heeft CARFAX een missie: om je zo veel mogelijk informatieve mijlpalen (zogenaamde meldingen) uit het leven van een tweedehands auto te bieden. We willen namelijk dat jij je volgende tweedehands auto leert kennen. Van binnen en van buiten. En dat alles vóórdat je beslist, je leven met hem te delen.

We hebben daarvoor een unieke tool: een databank met meer dan 25 miljard historische meldingen uit het leven van gebruikte auto's. 3 miljard daarvan komen uit Europa. En deze databank groeit dagelijks. Zelfs als de gebruikte auto uit een land komt waarvan we geen informatie hebben, is een kentekencheck de moeite waard. Wie weet, misschien blijkt die kleine Italiaan wel grotendeels uit Oost-Europa te komen.

Maar begrijp ons niet verkeerd. We doen ons uiterste best om de complete achtergrond van een voertuig door te lichten, maar de achtergrond van de vorige eigenaren houden we er buiten. De meldingen in onze databank hebben op geen enkele wijze betrekking op personen. We richten ons uitsluitend op de gebruikte auto en zijn kilometerstand, mogelijke verdekte ongevallen, waar de auto vandaan komt en nog véél meer. Soms vinden we ook niks. En dat is alleen maar mooi, toch?

Waarom is uitgerekend vóór de aankoop de voertuighistorie zo belangrijk? Het is een feit dat er meer gebruikte auto's dan nieuwe auto's worden verkocht. Deze vorm van hergebruik kunnen we natuurlijk alleen maar anmoedigen. Maar daardoor ontstaan natuurlijk ook in de markt gangbare methoden en tactieken om schadewagens in goud om te toveren, de kilometerstand te manipuleren of andere dingen zoals de herkomst of zelfs diefstal te maskeren. Het zijn allemaal onvermijdelijke nadelen van een vrije markt in occasions. Wij vinden, dat je nieuwe tweedehands auto je juist een gevoel van zekerheid zou moeten geven. Daarom is ons doel, dat jij je bij het kopen van je auto goed voelt en dat je niet het gevoel krijgt, dat je teveel voor je nieuwe levensgezel hebt betaald.

Toch willen wij vooral dat je niet onbewust aan het stuur van een risicowagen komt te zitten. Wij helpen dagelijks om dit soort wagens letterlijk uit de roulatie te halen. Zo maken we niet alleen de markt van tweedehands auto's, maar uiteindelijk ook onze straten veiliger.


CARFAX is in 1984 in de Verenigde Staten opgericht en maakte in 2007 de stap naar Europa. Momenteel werken 100 medewerkers bij zes Europese filialen om meldingen uit het leven van tweedehands auto's uit meer dan 20 landen te verwerken.

Door langdurige samenwerkingen met toezichthouders, handhaving, ministeries, verzekeringsmaatschappijen, taxateurs, automotive partijen en andere toonaangevende organisaties zijn wij in staat om een unieke internationale databank voor tweedehands auto's op te bouwen. Met meer dan 25 miljard meldingen is deze tot nu toe de grootste databank van voertuighistorie wereldwijd. En elke dag komen er meer meldingen bij. We gebruiken deze databank als basis voor een aantal slimme voertuighistorie-applicaties, zoals bijvoorbeeld ons uitgebreide voertuighistorierapport. Zo maken wij de occasion-markt transparanter.

Ondanks deze nauwe samenwerking met instanties en bedrijven zijn wij neutraal en onafhankelijk. Want uiteindelijk is ons doel, onze klanten zoveel mogelijk voorlichting en veiligheid te bieden. Daarbij gebruiken we overigens geen persoonsgerelateerde informatie en houden we altijd rekening met de wet op de gegevensbescherming. Verder gebruiken we de informatie altijd met het oog op juridische randvoorwaarden - en dat doen we in alle landen waar we actief zijn. Van illegale activiteiten als bijvoorbeeld datadiefstal, scraping of hacking distantiëren we ons nadrukkelijk.

Sours: https://www.carfax.com/Used-2000-Toyota-Celica_z8277

Gt celica 2000 toyota

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Detailed Toyota manuals and Toyota warranty information help with questions about your vehicle specifications and maintenance schedules. Plus, learn more about what your Toyota warranty coverage includes. What's more, Toyota warranty information helps you identify your unique vehicle needs as well as plan future service visits. Select your Toyota model to learn more about the Toyota Warranty for your car, truck or SUV. Or, get the Toyota Manual for your Toyota ride free of charge using our Toyota Owners manual free download option.

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Sours: https://www.toyota.com/owners/resources/warranty-owners-manuals.celica.2000
3 Cosas Que No Me Gustan del Celica GT-S//Vara

From the November 2000 issue of Car and Driver.

With its 7800-rpm redline, 180 horsepower that peaks just 200 rpm before that, and an aggressive VVTL-i electronically variable valve-timing-and-lift scheme, the 1.8-liter DOHC 16-valve engine in Toyota's Celica GT-S is plenty edgy. Plus, it's backed by a six-speed manual transmission, and the body wrapped around that engine looks as though it were designed with a knife. But the suspension, while generating impressive performance numbers, feels more civilized than aggressive.

TRD's aim for its Sportivo suspension kit is to sharpen the chassis of Toyota's edgiest car. So the $1545 kit includes new, stiffer springs (38 percent firmer than stock up front, 30 percent stiffer in the rear), bigger anti-roll bars (24 millimeters in diameter up front, up from 22mm stock; and 21mm in diameter at the rear instead of the 17mm stock), rubber bushings 17 percent stiffer than stock, revalved shocks and struts, and upper-strut-mount reinforcements. In addition, a $136 rear strut brace has been added. On TRD's demonstrator car, the T2 wheels fitted with P215/40ZR-17 Toyo Proxes T1-S tires replace the optional 16-inch wheels and P205/50VR-16 tires offered on the stock GT-S car.

Although that constitutes a pretty thorough reconstruction of the suspension, the rest of this TRD Celica is only modestly twisted. TRD added its own $634 sport-exhaust cat-back system, a high-flow air filter within the stock filter box, and $4267 worth of spoilers, wings, valance panels, and tinted head lamps. TRD claims the improved breathing of the exhaust and intake is worth an additional 14 hp over stock, but it makes no assertions for the body bits beyond claiming that high-schoolers dig them. Add up everything except the tires on the car, and that's $6752 beyond the 2001 GT-S's $21,800 purchase price.

On the tight Streets of Willow road course, the TRD-modified Celica's turn-in is dramatically better than stock, and when the inevitable understeer arrives, it's modest. Driven at less than 10/10ths, the car feels neutral and only reminds that it's a front-driver when accelerating out of corners. Steering effort seems greater than stock, more so than might be expected for a car whose tire contact patch has expanded only 10mm at each corner.

That improvement in at-limit behavior doesn't, however, mean that the limits themselves have expanded. Despite bigger tires and thicker bars, the TRD Celica only matched our last GT-S's 0.86-g skidpad orbit. Getting the most of the chassis changes on the track probably means adopting beefier rubber than this car's modest upgrade.

On the road, there's notably more noise transmitted from the tires into the cabin than stock. That's not surprising, given the harsher springs and harder bushings, and it's just irritating enough that the sound could be maddening during daily commutes. The exhaust system adds to the cacophony, and the change in air filters is, we assume, responsible for the more pronounced octave shift as the VVTL-i variable valve timing kicks in at about 6000 rpm.

But although the exhaust and the intake change the sound of the Celica, there's nothing to indicate that they make it quicker. The TRD car's 7.5-second 0-to-60-mph clocking is 0.3 second slower than the last stock machine we tested, and the TRD's quarter-mile time of 15.7 seconds at 92 mph is 2 mph slower. There's no reason TRD's changes should have made the car much faster, but they shouldn't have slowed it down. We can only guess at the reasons for this small disparity.

TRD's modifications nudge the Celica GT-S toward the raw-nerve reflexes of a car like the Acura Integra Type R. But the potential is there for Toyota and its TRD division to comprehensively optimize the car as a true, factory-built near racer along the lines of the Type R. There's more power to be had from this engine, more grip to come from this chassis, and we want it all.

This content is created and maintained by a third party, and imported onto this page to help users provide their email addresses. You may be able to find more information about this and similar content at piano.io

Sours: https://www.caranddriver.com/reviews/a15139705/toyota-thunder-trd-celica-gt-s-road-test/

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GTS 3dr Hatchback
2000 Toyota Celica Specs

Front head room38 "
Rear head room35 "
Front shoulder room53 "
Rear shoulder room51 "
Front hip room51 "
Rear hip room47 "
Front leg room44.1 "
Rear leg room27.0 "
Luggage capacity16.9 cu.ft.
Maximum cargo capacity16.9 cu.ft.
Standard seating4
Length170.5 "
Body width68.3 "
Body height51.4 "
Wheelbase102.4 "
Ground clearance5.5 "
Curb2,500 lbs.
Fuel tank capacity14.5 gal.
EPA mileage estimates23 City / 32 Hwy
Base engine size1.8 liters
Base engine typeI-4
Horsepower180 hp
Horsepower rpm7,600
Torque133 lb-ft.
Torque rpm6,800
Drive typefront-wheel
Turning radius18.1 ''
Show More
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