Hitting the road in 1971, the Celica was an enjoyable twisty-road car, with an independent front suspension, light weight, and a four-cylinder engine giving a good balance of gas mileage and acceleration, with an emphasis on cornering and shifting. The Celica was sold in more versions in Japan than in the rest of the world.
The basic design may derive from the 2000GT sports car, which had a much higher price (and greater performance), but which was largely designed by Yamaha, according to industry writers; while the Celica name is Latin for “celestial.” Both 2000GT and Celica were rear wheel drive.
The Celica had full instrumentation, including an oil gauge and tachometer (except in the base LT model not sold in the US); unlike many imports, it had American-style controls-on-the-dash in its first generation, but these would move to stalks by 1975. American cars would also move controls to the stalks as time went on.
The 1971 Celicas sold for about $2,600, putting them in the middle of the general car market - below a well-optioned Valiant but far above any Toyota other than the Crown; it was 2,270 pounds, light by American car standards but heavy by Toyota standards, where the Corolla topped out at 1,805 and the Corona at 2,170 (the Corona and Crown were heavier, the luxurious Crown by a large margin).
The first Celica engine to reach the United States was an overhead valve four-cylinder, 3.48 x 3.15 inch bore and stroke, with an 8.5:1 compression ratio on the hottest 18R-C version. Recirculating-ball steering was used with a traditional front-engine, rear-drive layout, using MacPherson struts with coil springs up front and a rigid axle with semi-elliptic leaf springs in back. In 1971, only 309,363 Toyotas were sold in the US, and sales figures were not broken out.
In 1974, the first Celica GT model was brought out, bringing a five-speed manual transmission that squeezed more out of the engine and fatter tires that helped cornering; there was also a stereo FM radio and a number of other luxury features (power windows, etc.), but mainly the GT was an appearance package in 1974.
The first generation Celica used the confusingly-labelled 18R 2.0 liter engine, which produced 86-89 hp, and 105-107 lb-feet of torque; an 18R-C variant was sold in California from 1971 to 1974, producing 97 horsepower and 106 lb-ft of torque.
In 1975, the Celica was given the 20R engine under a “power dome” hood, with a nice performance boost in both horsepower and torque (it also lost the oil pressure gauge). Peak torque was at a low 2,800 rpm, and at 55 mph the engine turned at 2,650 rpm, close to that peak torque so that passing without downshifting was not a problem; low-end torque was said to be good down to 1,500 rpm, making the 20R very, very different from the engine powering the current Corolla XRS (or the final Celicas). The Celica combined a good ride (thanks to long suspension travel) with good traction, but understeer could be a serious problem on the rear-drive car, and the lack of power steering sometimes led to considerable effort on the GT (the base ST model, with thinner tires, required less steering-wheel work). The standard transmission was a four-speed manual or three-speed automatic, with the five-speed stick standard on the GT.
Standard tires were 165/70R13s. Cosmetic on the GT enhancements included a blackened grille and hood power bulge, along with 185/70 tires on 13” wheels. The passenger seat had a mechanical memory feature so that it did not have to be readjusted fore-aft each time the seat back was folded to let rear passengers in. Comfortable cloth seats were standard on the base model; the GT had a "breathing" knitted vinyl.
The GT was advertised as an all-out sports car, with wide-tread radials, full synchromesh five-speed overdrive transmission, and stripes; the ST as “a little more docile, but not so much,” a “young, sporty machine at a trim, small-car price,” with an automatic or four-speed manual. The hood had a power dome to fit the engine, and vents to cool it; while the trunk was surprisingly capacious for a sporty hardtop, especially when compared with the 1974-81 Camaros.
The new 20-R engine featured electronic ignition (still new, having first been used in 1971 by Chrysler Corporation), “less tubing and plumbing,” fewer moving parts, and emissions well within regulations. Toyota claimed, with justification, “the silkiest stick in the business.” Unusually, the Celica also used an electric fuel pump for steady pressures. (See our 20R engine page for more.)
The new front end had curves and flares, with an aerodynamic front spoiler. The simulated woodgrain dash and console, then de rigeur, included a standard tachometer, which was still moderately unusual.
Standard safety features included a steel box beam welded inside the doors, an impact-opposing roof despite hardtop styling, collapsible steering column, padding, recessed hardware, fire retardant materials, electric rear defroster, large tail-lights, lockable gas cap, two speed wiper/washer, large exterior mirror, power front disc brakes, and day-night rear view mirror.
Comfort features included an FM stereo, clock, and carpet on the scuff panel, carpeted trunk, interior hood release, courtesy lights, carpet-trimmed door panels, high-back reclining bucket seat, aluminized muffler and tailpipe, color-keyed interior, tool-kit, tinted glass, touch-up paint, full carpeting, and trip odometer. On the GT, buyers got a leather-wrapped wheel and stick-shift knob, wide radials, the five-speed stick, and a big stripe. On the ST, buyers got a three-spoke simulated woodgrain steering wheel and shift knob; fabrics were different on the three levels. Options included air, automatic (ST only), weather guard, eight-track, door edge guards, rear deck luggage rack, and floor mats.
Coil springs with double-action hydraulic shocks were used on all four wheels; the front torsion-bar stabilizer helped keep the vehicle level on corners. The rear four-link trailing arm suspension with lateral rods provided good axle control and rear wheel tracking. The MacPherson strut independent front suspension was light in weight, and stayed in adjustment.
The 1976 Celica was similar, but included standard steel-belted radials on then-large fourteen inch wheels. Each vehicle, according to Toyota, was tested or inspected 17 different ways when it rolled off the line.
(See the Specifications section as well.)
In 1978, the Celica grew up a little, with a softer ride (and less capable cornering) and heavier weight that lowered gas mileage, but with better aerodynamics, increased interior space, less noise, and better stability and acceleration. The Celica had very little rear seat room, though front passenger space and trunk space were both good. The American-specification Celica had unit-body construction, MacPherson struts with coil springs and double-acting hydraulic shocks up front, a five-link suspension with track-bar, coil springs, and double-acting hydraulic shocks in back, all stopped by standard power front disc brakes with rear drums. The engine was a single overhead cam 2.2 liter model pushing out 95 horsepower and 122 lb-ft of torque, getting 20 mpg in the city but 34 in the highway with its five-speed manual transmission. There were three models in the US - GT Liftback, GT Sport Coupe, and ST Sport Coupe. All had a standard electronic ignition, FM radio, reclining front bucket seats, carpet, and styled steel wheels.
In 1979, the Celica Supra appeared, using a longer-wheelbase version of the Celica body (largely to fit the higher-power six-cylinder engine, which boasted 116-121 hp). Two-barrel carburetors were standard until 1981 on both the 2.2 (134 cid) liter four-cylinder engine, which pushed out 90-95 hp, and on the 2.6 liter in-line six, which produced 116-121 hp. In 1981, choices changed to a 2.4 liter four with 96 hp and, for the Supra, an inline 2.8 liter six-cylinder engine with fuel injection, producing 116 hp for a single year before moving to a twin-cam design in 1982 with 145 hp. Earlier versions of this generation (1978-79) had round headlights and chrome bumpers in base models; in 1980 Toyota switched to the fashionable square headlights and black rubberized bumpers.
The big news for 1982 may have been the greater differentiation of the Celica Supra with its own straight-six engine; the Celica GT-S (introduced after the other Celicas) shared the Supra’s independent rear suspension.
The 1982 Celicas kept the proven 2.4 liter (144 cubic inch) 22-R engine that pushed out 96 horsepower with a two-barrel carburetor or, in GT and GT-S trim, 105 horsepower with electronic fuel injection (that would rise to 116 hp by 1985); Australian models used a lower power 21C engine. The electronic fuel injection, not surprisingly, also increased gas mileage, and provided a convenient diagnostic and warning system. The single overhead cam engine had a 9:1 compression ratio, and the carbureted version pushed out 129 lb-ft of torque at 2,800 rpm (the 96 hp was at 4,800 rpm). Ignition was electronic, and the carburetor used a primary-secondary system for economy - you could get better mileage by not opening the secondary. Final drive ratios were increased to raise gas mileage. A large capacity radiator with seven bladed fan and slip clutch was used for good cooling, and reservoirs were visible for easy maintenance. The helical cylinder head intake port did a better job of fuel mixing, while a large intake manifold, intake and exhaust valve diameters contribute to performance.
The Celica Supra gained a twin-cam version of the 2.8 liter straight-six it had used in the prior year; the new heads and cam system brought the engine up to 145 horsepower, a substantial leap in performance.
All Celicas came with Toyota's 5-speed manual overdrive transmission standard, with GT models also offering an optional 4-speed automatic overdrive transmission. The GT-S model (in 1982, Liftback only) came with an independent rear suspension “providing the ultimate in Celica sportiness.” The GT-S used 225/60HR14 tires with raised black letters, aluminum alloy wheels, multi-adjustable sport seats, and fender flares. Base tires were 175SR14 on ST, 185/70SR14 on GT.
The Sport Coupe GT and GT-S models had an extra latch for a completely lockable storage area in the trunk. Liftback models added a cargo cover to keep valuables out of sight. All GT and GT-S models had a new power group option that includes power windows, power door locks, cruise control and a unique door trim. Other GT/GT-S options included two-tone paint schemes, an electric sliding steel sunroof, and an AM/FM/MPX 5-speaker stereo tuner with amplifier and graphic equalizer.
Toyota claimed at the time that the 1982 Celica had the lowest drag coefficient of any Japanese production car, at 0.342 in the liftback and .38 in the coupe — good for the time (and not even bad for the 21st Century) — but the 1982 Mitsubishi Starion actually beat it, with a drag coefficient of 0.32 (Toyota could not have known it when they wrote their press releases).
Ironically, though the Americans had achieved drag coefficients as low as 0.28 in the Dodge Charger Daytona and Plymouth Superbird, they had dropped the ball and forgotten their wind-tunnel lessons, while Toyota would continue to pursue aerodynamics, achieving and using expertise through to the current day. The Celica’s wedge shape was complemented by retractable halogen headlamps which helped to cheat the wind.
The 1982 redesign was not only skin deep; there was also new suspension geometry (with MacPherson struts), new rack and pinion steering, new vented front disc brakes, rich new interior trim and appointments, and plenty of options. Optional power steering supplied a variable power boost to the new rack and pinion system. The color-keyed front bumper was soft outside, but had a steel shock-absorbing bumper underneath; the rear bumper was black urethane. Dual mirrors (both remote controlled) on the GT were integrated into the body design. The door handles were now flush and painted matte black; wide body-side moldings were added for rust prevention on the GT along with standard plastic fender liners on all models. Aluminum alloy wheels were a high-tech looking option on GT, and came with comfortable but moderately sporty P185/75SR14 radials. Base tires were given wider tread.
The Liftback had 25.8 cubic feet of carpeted cargo space with the two seat-backs lowered. The rear window defogger was standard, and a cargo compartment light and luggage strap were also provided in the Liftback.Liftback options include a rear wiper/washer, shade kit, sun roof, and two-tone. On all models, the windshield washer was improved with dual streams.
Inside, a unique tensioner drew the seat belt away from both the driver and the front passenger to prevent tangling. Head and leg room were more than any other Toyota except Supra - 37.4" and 43.0" respectively.
Gauges in the GTs gave accurate oil pressure, voltage and engine rpm readings, as well as coolant temperature and low fuel warnings. Running lights and windshield wiper/washer controls were column-mounted. A resettable trip meter was standard. The ST had a quartz analog clock, the GTs a digital quartz clock. Optional Cruise Control (GTs) had a switch mounted on the left of the instrument hood. The electronic AM/FM/stereo with 5 speakers was a GT standard, and it could be upgraded with a more powerful unit. Tilt-wheel was standard on GT. Both front seats reclined, and in the GTs the driver had a six-way adjustable seat with lumbar support adjustment. Remote controls included a fuel door release in all GTs, a hatch release for the Liftback, and electric remote dual mirror controls in the GTs. The inside mirror was adjustable for day or night driving. For the driver, there was a handy left-side footrest.
Ventilation included power assisted flow, and an air-mix 4-speed heater/defroster with additional vents under both sides of the dash and a left-right adjustment to help balance air flow. Side demisters and a rear window defogger helped keep vision clear.
Fold-down split rear seat-backs in the Liftback could be lowered singly or together. The GT Sport Coupe had folding rear seat backs to provide access to the trunk and room to carry long objects. Automatic locking seat belt retractors in the rear simplified the installation of child restraint seats.
The overhead illumination system (GT) had a delay feature.
The 5-speed manual overdrive for Celica featured new gear ratios, lowered slightly to increase power. Housed in a lightweight aluminum gear case, there was increased efficiency in the new system. It retained a 0.783:1 overdrive gear. The unusual four-speed automatic had a similar overdrive gear, around .7:1, with a lockout button.
Front-end suspension geometry underwent notable changes. The MacPherson strut configuration was retained, but the relationships between shock absorber and spring angle, and angle of attachment to the wheel, changed to provide a sporty new sense of handling. New front tread width, 1.8 inches wider than on 1981 models, contributed to the handling balance. 4-link rear suspension employed coil springs instead of the customary leaf springs, and had pairs of upper and lower control arms linked to the chassis at four points. The result was more precise rear wheel tracking for better handling, and longer spring travel for a more comfortable ride. Movement was dampened by double-acting shock absorbers that help restrain both thrust and recoil. A rear stabilizer bar enhanced the sporty feel by cutting down on rear end sway.
For 1983, the GT-S Sport Coupe was added to the American lineup, making five models - ST Sport Coupe, GT Sport Coupe and Liftback, and GT-S Liftback and Sport Coupe (the latter new for 1983). Toyota claimed there were “several body and chassis refinements” for 1983. To quote: “The new GT-S models have...Sport Seats with an eight-way adjustable driver’s seat, independent rear suspension, and sporty fender flares with 225/60HR14 low profile tires and 14” x 7” aluminum alloy wheels. At the heart of every sleek, sporty GT-S and GT model is the most powerful Celica engine ever - a 2.4 liter single overhead cam powerplant, now with Electronic Fuel Injection, for even better performance and economy.” It was hooked up to a close-ratio five-speed overdrive manual transmission.
In 1984, Celica had five models in both liftback and super coupe styling, as in 1983; the drag coefficient (cD) was 0.34, low for the time, thanks to concealed headlights, a front air dam, and a rear deck spoiler. The GT-S featured full instrumentation, eight-way adjustable driver seat, and five-speaker stereo.
A convertible was added in 1985, at a rather stunning (for the time) $17,000. Engines through this generation used manually adjusted valves with a roughly 15,000 mile maintenance interval that could trip up modern owners, especially since American cars had switched to hydraulic valves fairly early.
In 1986, the Celica moved to front wheel drive to increase interior space (though the rear seats remained vestigial), and went to a smaller 2.0 liter engine (twin cam, with 16 valves and electronic fuel injection) which beat the old 2.4’s power slightly, producing 97 hp; that engine didn't last long before it was replaced with two versions of the same basic engine, boasting twin cams and 115 hp (there was also a 135 hp version for the GT-S, that delivered power mainly when revved high). Variable-assist power steering and bucket seats helped to make the Celica fun to drive, and leather was available for those who wanted it. Models were the two-door coupe (ST, GT, and GT-S), three-door hatch (GT and GT-S), and two-door convertible (GT). Only the GT-S hatch had no automatic-transmission option; the others all allowed a choice of manual or automatic (in each case, the manual was a five-speed, the automatic a four-speed).
The typical Celica buyer in 1986 was 30 years old, single, well-educated, in a professional/managerial position, with an annual salary of $39,000; 2/3 were new to Toyota. The primary motivation for buying a Celica were value, styling, and quality.
The big news for this generation was the Celica All-Trac, a turbocharged hatchback starting in 1988 with a massive 190 horsepower, nearly 10 hp/cc and neatly beating all domestic four-cylinders until the 224 hp Dodge Turbo III came out in 1991; even in 2007, 190 horsepower from a four-cylinder is impressive. The All-Trac, which used a fluid-driven all drive system, also had optional antilock brakes.
The 1990 Celica was restyled to be much curvier, keeping the same wheelbase but adding three inches of length; the lineup included a coupe, hatchback, and convertible (showing up in 1991). The ST engine went down to 1.6 liters, keeping the twin cams, while pushing out a still-decent but not quite sporty 103 hp; the 2.0 liter engine used in the GT and GT-S raised that to a more respectable 130-135 hp, while the 2.0 liter turbo engine in the All-Trac managed 10 hp per cc (200 hp), better than any American car in 1990 and nearly as high as the rare Turbo III. The base transmission for any engine was the five-speed stick, which made Celicas feel quite peppy; the four-speed automatic made the ST sluggish and took some of the fun out of the GT/GT-S. The All-Trac was not offered with an automatic. Cornering was improved over the prior generation, with a good solid road feel. This was the first year of the high beltline that would make later Celicas a bit hard to see out of. This series would continue through 1993.
For the sixth generation started in 1994 , Toyota concentrated more on cornering and feel. The models were ST and GT in the US, with a sports/handling package available for the the GT that was actually called GT-S in Canada. The Celica gained quad headlights, and were available as coupes or liftbacks. The All-Trac was no longer sold in the US, but gained considerable power in Japan and Australia, with a stunning 240 - 250 hp - hitting the limits of front wheel drive traction. The “GT-Four” (the name it used in Japan and Australia) included weight savings such as an aluminum hood, along with a special suspension and four-channel antilock brakes.
Aerodynamics were improved in 1996 with optional side skirts; the rear spoiler was also redesigned. The ST would be dropped in 1998, the coupes in 1999, as sales stayed low. The GT Coupe was converted to a convertible in 1995 and later years by an American company.
The final generation started with the 2000 model year, keeping just the liftbacks and the GT and GT-S models, with a base 140 hp engine and a GT-S 180 hp engine engineered with Yamaha (the makers of the Ford Taurus SHO engine). That 180 hp engine made its way into the Corolla XRS and the Matrix XRS; with variable valve timing and variable lift, it is fairly sluggish at low rpm but quite exciting at higher engine speeds (it requires premium gas). Toyota made a serious investment in the seventh generation, increasing the wheelbase while decreasing the length to bring back its cornering edge as well as working on the new engine. However, the last cars were made in 2004, for the 2005 model year; the Celica was not replaced, though the Scion tC fulfills its former function as a quick (albeit less quick, and more affordable) coupe. (ne0z wrote: “if you study the chassis codes on Toyota vehicles, the replacement for the Celica was the Scion tC.”)
The GTS with manual transmission could beat 7 seconds 0-60, with the GT-automatic coming in about a second slower; using air conditioning or going uphill sapped the power of either engine a bit, given their relatively low torque and the high engine speeds needed to get to their power peaks. The interior was moderately comfortable for the class, though a bit cramped (and forget about using the vestigial rear seats), with the sense of looking out of a bathtub (not as bad as the Audi TT coupe). For a Toyota, the Celica was surprisingly noisy, with firmer than usual suspensions that reflected every road surface jiggle. Cargo space was actually surprisingly good in terms of volume, but not necessarily set up in a useful shape and form.
And now for some some specs!
- 20R, 2.2L engine, carburetor, SOHC
- 2S-G, 2.0L, carburetor, SOHC
- 22RE, 2.4L, fuel injected, SOHC
In many markets, the 2T-B, 21R, and 18R-G engines were also sold; these were —
Celica GT, 4A-GE, 1.6L, fuel injected, DOHC
Celica GT-S, 3S-GE, 2.0L, fuel injected, DOHC
- 2S-E, 2.0L, fuel injected, SOHC
- 3S-FE, 2.0L, fuel injected, SOHC
- 3S-GTE, 2.0L, fuel injected, DOHC, turbocharged, fulltime four wheel drive
Trims and chassis codes
- ST = ST161
- GT = ST162
- GT-S = ST162
- All-Trac (USDM)/GT-Four(JDM) = ST165
- 5S-FE, 2.2L, fuel injected, DOHC
- 4A-FE, 1.6L. fuel injected, DOHC
- 3S-GTE, 2.0L, fuel injected, DOHC, turbocharged
- 7A-FE, 1.8L, fuel injected, DOHC
- 5S-FE, 2.2L, fuel injected, DOHC
- 1ZZ-FED, 1.8L, fuel injected, DOHC, VVT-i
- 2ZZ-GE, 1.8L, fuel injected. DOHC, VVTL-i
The Celica ceased production in 2004, after making some vehicles for the 2005 model year. Sales were:
|Wheelbase||95.5||98.4||98.4 (2500 mm)||99.4||102.4|
|Length||171.5||173.6||176.2 Coupe (4435)
176.6 Liftback (4450)
|Width||63.4||64.6||65.6 (1665 mm)||66.5-67.3||68.3|
|Height||51.4||51||52.0 (1310 mm)||49.8||51.4|
|Weight||2,482 - 2,550||2,496 - 2,705 lb
(1,035 - 1,150 kg)
|2,455-2,760||2,425 - 2,580|
|Turning diameter||32.8||35.4 ft|
|Gas tank||13.2 gal||15.9 gal|
|Brake disc f/r||9” / 9”||9.6 / 7.9
|Tread, front||54.9 (GT-S, 56.5)|
|Tread, rear||53.7 (GT-S, 56.5)|
|Legroom, f/r||43.0/25.4||44.4 / 27.9|
|Headroom, rear||37.0 Coupe, 35.6 Lift||25.3|
|Base engine||22-R (2.2 SOHC)||22-R (2.4 SOHC)||3S-FE (2.0 DOHC)||1ZZ-FED (1.8 DOHC|
|Valve notes||16-valve||16-valve VVT-i|
|C/R, bore x stroke||9:1, 3.62 x 3.50||9.2:1, 3.39 x 3.39|
|Base horsepower||95@4,800||96@4,800||115 @ 5,200||140 @ 6,400|
|Base torque||122@2,400||129 @ 2,800||124 @ 4,400||125 @ 4,200|
|Base mpg: Stick
Base mpg: Auto
|Opt. engine||Same, w/EFI||3S-GE (2.0 DOHC)||2ZZ-GE (GT-S)|
|Opt. horsepower||105 @ 4,800||135 @ 6,000||180 @ 7,600|
|Opt. torque||137 @ 2,800||125 @ 4,800||130 @ 6,800|
|Opt. mpg: Stick
Opt. mpg: Auto
* Liftback 176.6. ** GT-S, 67.7
See above for basic dimensions. GT Liftback and Sport Coupe tires, 185/70SR14. ST Sport Coupe tires, 175/70SR14. Steel belted radials in all cases. California horsepower: 90 @ 4,800.
See table, plus...
Curb Weight: 2496 Ibs. (ST) 2566 Ibs. (GT Liftback) 2705 Ibs. (GT-S Liftback)
Differential Ratio: 3.417:1 (SSM): 3.583 (4SA)
Capacities - Fuel: 16.1 gal. Oil: 4.0 qts. Cooling system: 8.9 qts.
See table, plus...
GT-S used T-VIS (variable induction system using valves in each cylinder's induction ports to improve performance; they remained closed at speeds under 4,300 rpm for better combustion, and opened over 4,300 rpm for better power.)
The four-speed automatic had full electronic controls (ECT).
Displacement: 1998 cc. Differential was 3.73:1 on manual except GT-S, 4.18:1; and 3.53:1 on automatic except GT-S, 3.73:1.
Suspension was MacPherson strut with stabilizer in both front and rear. Rear brakes were drum except on GT-S which used disc. Wheels were 13” steel except on GT-S, 14” aluminum alloy. Weight was much higher for convertibles (2700-2760 pounds); the next highest weight was for the GT-S liftback at 2,685. The automatic transmission added 60-70 pounds depending on the model.
Transmission: 6-speed manual -standard; 4-speed Sportshift electronically controlled transmission (ECT) -available
Standard Equipment (GT Standard Equipment plus)
Color & Trim: White, silver, red, spectra or carbon blue, black; interior, black or black with silver, red, or blue cloth, and, for GT-S only, black leather trim.
|Valve timing||Variable, with intelligence||Variable valve timing and lift with intelligence|
|Ignition||Direct; multiple point||Direct; multiple point|
|Horsepower||140 hp @ 6,400 rpm||180 hp @ 7,600 rpm|
|Torque||125 lb.-ft. @ 4,200 rpm||130 lb.-ft. @ 6,800 rpm|
|Automatic transmission||4-speed electronically controlled (ECT)||4-speed Sportshift electronically controlled (ECT)|
|Bore and stroke||79.0 mm x 91.5 mm||82.0 mm x 85.0 mm|
|Brakes||Power-assisted with 10.0" ventilated front disc/rear drum||Power-assisted with 10.8" ventilated front disc/10.6" solid rear disc|
|EPA mileage, manual||28/34||24/32|
|EPA mileage, auto||
|Front suspension||Independent MacPherson strut front suspension|
|Rear suspension||Double wishbone|
|Steering||Rack-and-pinion with power-assist, 36.1 ft turning circle|
|Tread width||58.6 front, 58.2 rear|
|Drag coefficient (cd)||0.32|
|Passenger volume||76.3-78.3 (w/out moonroof)|
|Cargo volume||16.9 cubic feet|
|Wheels||15 inch, steel or aluminum alloy|
|Tires||P195/60 or P205/55 or P205/50|
More to come especially if you send it in!