Long-Term Test: 2000 Toyota Celica GT-S

After spending a month with our newest long-term vehicle and putting over 1,000 miles on the odometer in a matter of weeks, Editor-in-Chief Christian Wardlaw is neither an adoring fan nor a vehement detractor of our Spectra Blue Mica Toyota Celica GT-S.

Wardlaw enjoys driving the Celica, mainly due to its supple ride quality, precise and direct steering, and effective brakes. Though loud and harsh at times, the 180-horse VVT-i engine pulls strongly when revved hard, and even when driven less enthusiastically, provides enough punch to make the commute entertaining. Better still, fuel economy is outstanding. And he's finally gotten the hang of the tightly gated shifter.

Front seats, clad in black leather, are quite comfortable over the long haul, but when larger adults are occupying the front chairs, the rear seats are effectively useless. When the rear seatback is folded flat, an odd storage bin normally serving duty in the trunk area spans the space along the bottom of the seatback, precluding a flat load floor.

Interior design is pleasing as well, with major controls located at the driver's fingertips. The downswept center dash includes stereo controls mounted above the HVAC unit, both employing simple buttons, knobs, and rotary dials. Wardlaw gives Toyota a gold star for including a handy tuning knob for the stereo.

Interior materials get high marks in terms of appearance and tactile feel, despite the excessive use of hard plastics, which tend to scratch easily. But 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.

Also of note, the disturbing lack of remote keyless entry on a $24,000 vehicle. And those cool drilled aluminum pedals? At certain times of the afternoon, when using the clutch, sun glare off the unoccupied dead pedal can be blinding. Reflected sunlight also washes out the digital clock on bright days, rendering it useless. Another complaint - the driver's side seatbelt buckle easily gets trapped between the side of the seat and the door panel, making it hard to strap in before taking a ride. We're also bummed about the stained sunroof cover. A two-piece sliding affair, the cover is soiled by a brown smudge that has appeared on the gray material where the forward section slides over the rearward portion.

Finally, visibility is atrocious in this car. With a high rear beltline, thick C-pillar, obtrusive spoiler and small rear quarter windows, over-the-shoulder visibility is poor - nonexistent if you're parked in a slanted space at the mall and trying to back up. Side mirrors measuring on the small side don't help matters. In fact, extreme care must be taken when reversing and changing lanes. One benefit of the spoiler is reduced headlight glare, since the crossbar manages to cut across the decklid right where the lights of following vehicles shine brightest.

Though Wardlaw finds the Celica as much a success as a failure, his primary issue is with the image the Celica portrays. "This car makes me feel old," claims our 33-year-old editor. "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."

Summing up, Wardlaw decided that the more powerful, more subdued, and more "mature" Honda Prelude Type SH remains his top pick in this category of cars, and reminds us that you can buy a leather-lined Ford Mustang GT with 17-inch wheels, a lusty V8 with more tractable torque and a sonorous exhaust note, 80 more horsepower and a Mach 460 audio system for about the same price as this Celica GT-S.

Anybody wanna race?

Current Odometer: 2,740
Best Fuel Economy: 30.8 mpg
Worst Fuel Economy: 22.2 mpg
Running Average Over Life of Vehicle: 26.9 mpg
Maintenance Costs: None.
Body Repair Costs: None.
Problems: CD player skips on occasion.

Suffering its first major boo-boo this month, the Celica has lost a tiny bit of sheen from its deep blue paint. Actually, the sheen has been scraped off of a very specific section of the front, lower airdam on the passenger side. It seems our managing editor still hasn't mastered the art of pulling in and out of narrow driveways from narrow streets in West Los Angeles. Entering the driveway proved easy enough, but upon backing out, while angling the Celica's rear-end to avoid parked cars, the front tires managed to change position on the driveway ever so slightly; just enough, in fact, to send the passenger's side front tire off a steep curb rather than down the gently sloping section. A loud "CRUNCH" was Karl Brauer's first indication that something was amiss. This sound was followed by several additional interesting and loud noises, all of these emanating from Mr. Brauer's mouth and none of them fit for publication. This was a painfully expensive crunch, requiring $480.98 in materials and labor to repair. Ouch! Thankfully, they didn't have to replace the airdam, just sand and respray it.

July wasn't all about body damage to the Celica. When he wasn't banging into curbs, Karl enjoyed several aspects of this Toyota's design. The tight spacing and short throws between gears, which has received mixed reviews from other staffers, garnered favorable comments from our managing editor. "I had no real problem with the tranny in terms of tight gear spacing and short throws. I suppose it's possible to grab the wrong gear if you aren't used to it and/or don't use care, but I think the precision feel is worth the trade-off."

It was this race-like transmission and high-strung engine that gave the Toyota a sharp-edged feel when driven with exuberance, but push it too hard and a few niggling issues surface. First of all, the engine has to be revved to above 8,000 rpm to get into its "happy zone." This is similar to a Honda VTEC engine, but Hondas generally get their second wind around 6,000 to 7,000 rpm, leaving plenty of room on the tachometer to enjoy the fun. By the time the Celica's 180 horsepower come together at 7,600 rpm, it is basically time to shift. This gives the annoying impression of being "teased" with the car's potential rather than basking in it. It also means you really have to hammer on the car to experience maximum thrust, something Mr. Brauer was loathe to do on the public -- and increasingly cop-riddled -- streets of West L.A.

Combine that high-strung engine with a super short-throw transmission, and you're left with a vehicle that is very hard to shift smoothly at full honk. Repeated attempts by our managing editor to get a smooth one-two upshift at full throttle were met by substantial driveline shutter as the clutch was released. After a while, Mr. Brauer resigned himself to the fact that anything over eight-tenths driving in the Celica was more trouble than it was worth. Contributing to these impressions were front tires that, when pushed hard, tended to plow rather than redirect the otherwise nimble Toyota. Thankfully, the Toyota is quite fun even when driven at a moderate pace. Without accessing the upper 25 percent of the rpm band, Mr. Brauer still found himself scooting away from stoplights and blasting past slower traffic. The Celica's curb weight is a featherweight 2,500 pounds, and it was felt by our managing editor every time he got back into the diminutive coupe after driving another test vehicle. "No matter what other car I had driven previously, when I got into the Celica I had an instant sensation of nimbleness," he noted happily in the log book.

No doubt contributing to the Celica's lightweight feel was the preponderance of cheap plastic interior pieces. Mr. Brauer noted that, with the exception of the steering wheel and the seats, everything was hard plastic inside the Celica. Oh, except for the headliner which was covered in a sumptuous foam. Ugh! Even more disturbing was a subtle creak that emanated from the sliding sunroof cover. As our managing editor remarked, "This car's got a noticeable squeak at 3,500 miles. Call me kooky, but I don't foresee this squeak getting quieter as the miles roll up."

Certain aspects of the interior scored bonus points with Mr. Brauer, including the clearly marked orange-on-black gauges, the ultra-supportive bucket seats, and the logical center stack controls. "Gotta love a radio with big knobs for volume and tuning. I thought that design had become extinct!" The headlight switch, however, appeared pointless to Mr. Brauer. "With that damn Twilight Sensor, the 'all-knowing' Celica is basically deciding when I need to turn on my lights regardless of my opinion. What's the point of having a headlight switch at all?"

It took Karl until the last week of his month in the Celica to finally make up his mind. The end verdict? "This car is cool. It feels very tight and responsive, and it looks unique without being obnoxious. I wish it behaved better at ten-tenths driving pace, but, thankfully, it's still a blast at eight-tenths or even five-tenths."

Current Odometer: 3,599
Best Fuel Economy: 22.0 mpg
Worst Fuel Economy: 19.2 mpg
Running Average Over Life of Vehicle: 26.0 mpg
Maintenance Costs: None.
Body Repair Costs: $480.98
Problems: Subtle creak coming from sunroof cover. Driveline shutter during 1-2 upshifts under hard throttle.

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 that one editor commented on by saying, "A Toyota with 6,000 miles on it with a really bad rattle...who woulda thunk it?" 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.

Lastly we had them check on a rev limiter that cut in too early, as noted by one of the editors. However, had this lead-footed driver bothered to check the owner's manual, he would have found that on page 75 it clearly states that revs are limited to 7,100 rpm until the engine is warm enough to allow for safe operation to the 7,800 rpm redline.

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. Our Toyota service representative did not tell us that the rev limiter problem we thought we suffered was explained in the owner's manual, either. Not that he should have to, as every new car owner should read the manual before complaining about the car, but this failure to notify could be construed as ignorance on the dealer's part.

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.

We switched drivers late in the month with the last editor having only one week of seat time before giving up the Blue Bullet. With only limited experience in the car the first thing he noted was how hard it was to pull away from any stop without stalling or rattling the engine. Off-the-line torque is nonexistent, which is odd because the engine just loves to rev, and once moving behaves fine. What is frustrating on full throttle acceleration is the fact that you fall totally out of the fat part of the engine's power curve in between shifts, making this more of a gear changing exercise than anything else.

Rowing the shifter in this car could be and should be fun, but it is not. The six-speed shifter, although tight and positive in feel while in gear, gets lost when going through the motions. If you are in sixth and looking to downshift to second you really have to pay attention because it is easy to end up in the wrong gear. Even after a week of driving time, shifting did not come easier or smoother. This editor stated, "I never got comfortable with the shifter because you desperately needed to work it, in order to make the engine provide you with the forward motion that the look of the car promised."

Editor Chirico liked the CART racecar-inspired themes throughout the body, the front nosepiece and the rear wing. The car looks racy even while stopped for refueling. On the other hand he felt that this car would be more visually exciting with slightly wider bodywork and a larger wheel and tire package. The rear wing that blocks your vision during that day provides relief at night because it blocks glaring headlights from your rear view.

The interior provides a nice environment to engage in performance driving, but has some rather serious flaws other than the aforementioned shifter when it comes to daily driving comfort. Did the engineer who designed the shifter ever talk to the engineer who selected the lighter location? Plug in your favorite power gizmo, like a cell phone charger, and good luck shifting without pulling the plug out of the socket or smashing a finger. How about that clock location on the top of the center stack? It seems to wash out more often than it can be read. The dash lighting is odd -- the instrument panel has orange lighting and the center stack uses green. On the other hand the seats are very supportive and comfortable on two-plus hour commutes, and the excellent stereo system provides very pleasant sounds while sitting in L.A. traffic.

The most impressive aspect of this car is its ability to perform well while providing real-world fuel economy. We recorded a best tank of over 31 miles to the gallon of rather expensive premium fuel. If Toyota could just improve the shifter and perform some fine tuning of the engine management system for better drivability then this car would deliver the driving excitement that it creates visually.

Current Mileage: 7,192
Best Fuel Economy: 31.6mpg
Worst Fuel Economy: 23.5mpg
Running Average Over Life of Vehicle: 26.4 mpg
Maintenance Costs: $51.28 for 5,000-mile service
Body Repair: $0
Problems: CD player skips; sunroof cover rattles; rough idle after acceleration - intermittent; rev-limiter comes in too quickly

Our Smurfy blue GT-S was the charge of associate editor Liz Kim for October, who, initially, did not deem it at all Smurfalicious. However, despite its esoteric clutch letup that, unless you knew exactly when to release it, would cause the engine to abruptly poop out, as well as all the little quirks that she initially thought were harebrained ideas, she, by month's end, had grown rather fond of the odd duckling.

Listed are some points of contention that she noted at the start of her tenure, which were mostly crossed off her "no-no" list, simply because she had grown accustomed to them. Think of it as Point/Counterpoint.

"What is the deal with the rubber-studded aluminum pedals (pictured)? Nice flourish, but they get awfully slippery while shod in anything other than rubber-soled footwear."

When she put on her tennies, though, she realized that they did look nice, brightening up an otherwise dark footwell.

"Really, in most driving situations, how often do you approach 6,800 rpms so that the VVT-i kicks in? Yes, it's rewarding to actually reach that point, 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."

In everyday, stop-and-go driving, yes. Point the car toward an open stretch of highway, however, and its entertainment value soars.

"Why are the door detents so weak?"

While parked on a slight incline, trying to look cool loitering by an open door, she realized that the door would not stay propped open; she had to use her torso as a doorstop. Solution? Shut the door and lean on another part of the car.

She could not reconcile herself to other details, thus forever ruining the chance of full and complete Celica redemption.

"Ever notice the incredibly long door? Sure it makes for facile ingress/egress, but it's a liability in a tight parking spot. Because the thing swings out so far, you can only meekly open the door a little bit for fear of dinging the car next to you, then you have to contort your abdomen to carefully exit."

Nothing you can do about that. An informal appraisal of various cars in our garage revealed the Celica's door to be of an extraordinary length; at its widest point, that of the Acura Integra was 51 inches, the Ford Focus ZX3 was 52, but the Celica's door outsized them all at 54 inches. To put it in perspective, the door of the BMW 328i Sedan measures 42 inches.

"How come there's no manual override to drive with the headlamps off?"

Why, we pondered, would you want that, anyway? Isn't it considerate of Toyota to always turn on the lamps when the sensor, located on top of the dash (see picture), deems it necessary?

In a rather uncomfortable glimpse into the dark, cobwebbed recesses of our associate editor's mind, she explained: "What if you want to hunt that doe you want for dinner? Or, if you're bored, you feel like stalking your ex? What if you want to flash a gang sign to a passing driver? What if you're sneaking in at night after an illicit tryst? With headlamps blazing, you'd wake Mom and then will have to endure a lecture." That Kim — the debate team captain from Dysfunctional High School.

Wary of anything that does stuff automatically, Kim prefers to have an "off" switch as well as an "auto" switch. Of course, this is quite impossible in the Celica which is equipped with daytime running lights (DRL), but in a perfect world, this usually useful feature would incorporate the ability to be master of your headlamp domain.

Speaking of Mom, Kim wrote that the hatch was too tall for her 5-foot-1-inch mother to reach and shut without standing on her toes and stretching really far.

Still posing a problem was the CD player that randomly skips. We'll try to convince the dealer service guys that this is still an issue when we take the Toyota in next month for its 10,000-mile tune-up.

Despite the nitpicking, she wasn't wholly blind to the Celica's charms. "Golly, this thing gets good gas mileage," she marveled at the near-30 mpg average. Rightly so, since the GT-S requires expensive premium unleaded. Kim also noted that the suspension, while abusive on bumpy city streets, was positively sublime while tackling the hairpin curves of the mountainous roads of the Angeles National Forest.

While Kim was covering the auto show beat in Paris, research editor Erin Riches got some quality time in the Celica. She writes:

"I won't pretend that I never stall cars with manual transmissions. And during this evening with the Celica, I was a little off, I guess, and very tired. Traffic on the 405 was heavy because of the MTA strike, and I stalled the Celica at least three times in traffic. Not because I was doing anything stupid to the car (or at least I didn't think so), but because I wasn't giving the pedals the right amount of input during my continual shifts between first gear and neutral. I'm certain that this would not happen if I lived with the Celica - and was therefore accustomed to its somewhat touchy clutch and throttle.

"But ultimately, I thought about how the Celica is such a cheerful little car. I often read comments in automotive texts such as 'this car begs to be driven.' Without employing this overused phrase, I will say the Celica at least pretended to be pleased that I was behind the wheel. Each upshift yielded a strong forward thrust, the kind that is unhappily corralled by crowded freeways." Erin also took note of the rather cheap plastics, but added that at least they look nice, and that the seat was comfortable.

Both drivers concurred with other editors that although the Celica has its charms, it could use a little more refinement before reaching full Smurfiocity.

Current Odometer: 8,690
Best Fuel Economy: 31.6 mpg
Worst Fuel Economy: 25.7 mpg
Average Fuel Economy (over the life of the vehicle): 26.5 mpg
Body Repair Costs: None
Maintenance Costs: None
Problems: None

Our Smurfy blue GT-S was the charge of associate editor Liz Kim for October, who, initially, did not deem it at all Smurfalicious. However, despite its esoteric clutch letup that, unless you knew exactly when to release it, would cause the engine to abruptly poop out, as well as all the little quirks that she initially thought were harebrained ideas, she, by month's end, had grown rather fond of the odd duckling.

Listed are some points of contention that she noted at the start of her tenure, which were mostly crossed off her "no-no" list, simply because she had grown accustomed to them. Think of it as Point/Counterpoint.

"What is the deal with the rubber-studded aluminum pedals (pictured)? Nice flourish, but they get awfully slippery while shod in anything other than rubber-soled footwear."

When she put on her tennies, though, she realized that they did look nice, brightening up an otherwise dark footwell.

"Really, in most driving situations, how often do you approach 6,800 rpms so that the VVT-i kicks in? Yes, it's rewarding to actually reach that point, 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."

In everyday, stop-and-go driving, yes. Point the car toward an open stretch of highway, however, and its entertainment value soars.

"Why are the door detents so weak?"

While parked on a slight incline, trying to look cool loitering by an open door, she realized that the door would not stay propped open; she had to use her torso as a doorstop. Solution? Shut the door and lean on another part of the car.

She could not reconcile herself to other details, thus forever ruining the chance of full and complete Celica redemption.

"Ever notice the incredibly long door? Sure it makes for facile ingress/egress, but it's a liability in a tight parking spot. Because the thing swings out so far, you can only meekly open the door a little bit for fear of dinging the car next to you, then you have to contort your abdomen to carefully exit."

Nothing you can do about that. An informal appraisal of various cars in our garage revealed the Celica's door to be of an extraordinary length; at its widest point, that of the Acura Integra was 51 inches, the Ford Focus ZX3 was 52, but the Celica's door outsized them all at 54 inches. To put it in perspective, the door of the BMW 328i Sedan measures 42 inches.

"How come there's no manual override to drive with the headlamps off?"

Why, we pondered, would you want that, anyway? Isn't it considerate of Toyota to always turn on the lamps when the sensor, located on top of the dash (see picture), deems it necessary?

In a rather uncomfortable glimpse into the dark, cobwebbed recesses of our associate editor's mind, she explained: "What if you want to hunt that doe you want for dinner? Or, if you're bored, you feel like stalking your ex? What if you want to flash a gang sign to a passing driver? What if you're sneaking in at night after an illicit tryst? With headlamps blazing, you'd wake Mom and then will have to endure a lecture." That Kim — the debate team captain from Dysfunctional High School.

Wary of anything that does stuff automatically, Kim prefers to have an "off" switch as well as an "auto" switch. Of course, this is quite impossible in the Celica which is equipped with daytime running lights (DRL), but in a perfect world, this usually useful feature would incorporate the ability to be master of your headlamp domain.

Speaking of Mom, Kim wrote that the hatch was too tall for her 5-foot-1-inch mother to reach and shut without standing on her toes and stretching really far.

Still posing a problem was the CD player that randomly skips. We'll try to convince the dealer service guys that this is still an issue when we take the Toyota in next month for its 10,000-mile tune-up.

Despite the nitpicking, she wasn't wholly blind to the Celica's charms. "Golly, this thing gets good gas mileage," she marveled at the near-30 mpg average. Rightly so, since the GT-S requires expensive premium unleaded. Kim also noted that the suspension, while abusive on bumpy city streets, was positively sublime while tackling the hairpin curves of the mountainous roads of the Angeles National Forest.

While Kim was covering the auto show beat in Paris, research editor Erin Riches got some quality time in the Celica. She writes:

"I won't pretend that I never stall cars with manual transmissions. And during this evening with the Celica, I was a little off, I guess, and very tired. Traffic on the 405 was heavy because of the MTA strike, and I stalled the Celica at least three times in traffic. Not because I was doing anything stupid to the car (or at least I didn't think so), but because I wasn't giving the pedals the right amount of input during my continual shifts between first gear and neutral. I'm certain that this would not happen if I lived with the Celica - and was therefore accustomed to its somewhat touchy clutch and throttle.

"But ultimately, I thought about how the Celica is such a cheerful little car. I often read comments in automotive texts such as 'this car begs to be driven.' Without employing this overused phrase, I will say the Celica at least pretended to be pleased that I was behind the wheel. Each upshift yielded a strong forward thrust, the kind that is unhappily corralled by crowded freeways." Erin also took note of the rather cheap plastics, but added that at least they look nice, and that the seat was comfortable.

Both drivers concurred with other editors that although the Celica has its charms, it could use a little more refinement before reaching full Smurfiocity.

Current Odometer: 8,690
Best Fuel Economy: 31.6 mpg
Worst Fuel Economy: 25.7 mpg
Average Fuel Economy (over the life of the vehicle): 26.5 mpg
Body Repair Costs: None
Maintenance Costs: None
Problems: None

"This little pocket-rocket really loves to be driven hard," reports technical editor Scott Memmer after his 30-day stint behind the wheel of our long-term Celica. "The engine has a pleasant little growl and really encourages you to push the envelope. Add to that the close gear ratio of the six-speed tranny, and you have the makings for high velocity."

Much like the long-term 1996 Acura Integra that recently departed our parking garage, the Celica is short on subtlety and long on aggression. It reminded Memmer of one of the first cars he owned, a 1983 VW GTI screamer that he used to tear through the canyons of Southern California. Even more so in the Celica, since 15-plus years of drivetrain and suspension improvements yield a ride guaranteed to set your hair on fire.

"It's a young person's car," our tech editor opines. "Young people don't mind getting their necks snapped back with the punch of an accelerator pedal or slammed forward with a stern downshift. And this car almost begs to be driven that way."

Memmer found the handling exceptional, with a stiff suspension system and very precise steering feel. The car seemed to have no fear of going fast, so our tech editor obliged it.

Still, with these few positives, Memmer was eager to give up the keys at the end of his 30-day tenure.

For one, the ride when driving this car fast (and would you want to drive it any other way?) can be positively bruising. Yeah, it's fun to slam around a few corners and get a little jiggy with it, but the effect on the human body can be jarring. The seats are contoured to hold your body in place, and they do, but Memmer has picked up a few pounds since his '83 GTI days, and he found the seat cushion a might thin under his derriere. The comfort issue is compounded by an armrest on the driver's door that is too low, the only alternative being to place your arm on the upper door trim, which is too high. Celica provides an awkward driving position.

Another thing: the shifter is tough to manipulate. Almost every editor who has driven this car has complained about the user-unfriendly shifter. Even after a month in the car, Memmer still had trouble finding first gear at a stoplight, and frequently decided to just leave the car in gear, with the clutch pedal depressed, until the light changed. On more than one occasion, when making a quick downshift into first, he found himself in reverse (which is located up and to the left of first). Lucky for him the Celica emits a beep beep beep to let you know when you're going backward. Although our technical editor didn't have a lot of trouble finding the other shift gates, this difficulty in finding first was enough to make him very dissatisfied with the car.

Our tech editor's biggest beef with the new Celica was its sightlines and visibility. Daytime or night, Memmer found it a definite challenge navigating the freeways of Los Angeles in this sporty little coupe. Specifically, the steeply sloped hatch window in the rear presents the driver with a very small view of the goings-on aft. This is further compounded by a spoiler that cuts across the lower third of the rear window, rendering the main rearview mirror almost useless. At nighttime, for instance, the spoiler blocks the headlights of the car behind you. Memmer almost laughed out loud when he saw this. You have to look very carefully before changing lanes at night, since someone you can't see might be sneaking up on you. Memmer often left his turn signal on for 10 seconds or more before attempting a lane change, for fear a car he couldn't see occupied the lane.

There were other issues too. In general -- let's face it -- it's a noisy little beast. Road noise is excessive in this car, coming up through the tires and filling the cabin so that the radio's volume must be turned very loud to drown it out. The drivetrain also strains the ears. Since the engine doesn't start to light up till it gets above 6,000 rpm and really doesn't come alive until above 6,500, the motor must constantly be pushed to perform. The price is paid in -- you guessed it -- noise. The engine whine, combined with the road noise, nearly drove Memmer to distraction during his month with the car, and, as much fun as the Celica was to drive in the short run, he was eager to pass along the keys to the next driver.

During Memmer's watch, our long-term Celica went in for its 10,000-mile service at Sheridan Toyota in Santa Monica. In addition to having the oil and oil filter changed, 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.

We'll report to you next month on whether the new unit fixed the problem.

Current Odometer: 11,128
Best Fuel Economy: 27.9 mpg
Worst Fuel Economy: 26.2 mpg
Average Fuel Economy (over the life of the vehicle): 26.5 mpg
Body Repair Costs: None
Maintenance Costs: $23.04 (oil and filter change)
Problems: Skipping CD player (new unit on order)

Associate editor Erin Mahoney, who was sick of trying to squeeze minivans and SUVs into tight metropolitan parking spaces, eagerly took possession of the Toyota Celica GT-S for the month of November. At first, she was seduced by the low-slung, sporty seating position and zippy accelerative ability of this pugnacious little sport coupe. She tired quickly, however, of driving the Celica around the Greater L.A. area. Whether it is trudging along in stop-and-go traffic on chronically congested freeways or battling with belligerent motorists on surface streets, this vehicle is not suited for city driving.

In regard to the touchy clutch and throttle berated by so many other editors, let's say that it has yet to find a full-blown advocate. The clutch doesn't engage until the pedal is near the top of its travel span, at which point it abruptly takes hold. Erin, ever fearful of stalling and looking like a fool, overcompensated for the vehicle's quirk by over-revving the engine from a stop, while letting her foot gingerly off the clutch. That way she just looked like an idiot poseur. Imagine the surprise of fellow motorists when they saw her in her unassuming ponytail and pink sweater, when they were expecting to see a spiky-haired punk kid all hopped up on his own hormones.

Still, like so many editors before her, Erin enjoyed pushing the Celica out on the open road. Even better, she was gifted with the opportunity to test its merit on the track at Willow Springs Raceway. It was there that she developed a genuine appreciation for the Celica's entertainment value. The firm and nimble suspension was perfect for tossing into the corners, and action from the tightly geared transmission was quick and precise as the rpms climbed toward the 6,500-rpm sweet spot. Erin hopped out of the Celica with a huge grin on her face after taking a few hot laps around the track: "Finally, I get to enjoy myself in the Celica!" Executive editor Karl Brauer showered accolades, as well:

"The Celica makes a great track car for a couple of reasons. 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."

Used cars editor John DiPietro was likewise impressed with the Celica's athleticism, both on the racetrack and off. "For an engine with such a high redline, 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 (due to the variable valve timing, no doubt), when you couldn't exploit the delicious surge of power that hit at around 6,500 rpm."

John was rather enamored of the shifter, as well, and defended it against the attacks of previous critics, "Although the gearshift has come under fire, I actually liked it, as it rewarded a precise driving style and delivered a positive feel from gear to gear. It did require more attention than most, and punished (by balking) a ham-fisted attempt at changing gears."

For those readers who have been following the Celica serial since its introduction to the Edmunds.com lineup in June of this year, this is going to sound redundant. However, this month's driver could not allow the update to be written without making mention of the atrocious lack of visibility inside this coupe's cabin. "Parallel parking and backing up were positively nerve-frying!" Erin lamented. Celica's high rear deck and spoiler seriously inhibit the driver's ability to make confident lane changes or rearward maneuvers.

The chronically skipping CD player which has been plaguing Edmunds.com staffers for months was finally replaced. Christian Readyhoff at Sheridan Toyota of Santa Monica was efficient and courteous about replacing the defective unit, free of charge. With the exception of refusing to read a homemade CD-R, the player is now performing up to par.

This month, the sport coupe's styling was deemed controversial. This month's driver, who was initially put off by the oddly edgy design, found herself warming to it. News editor Carmen Tellez, on the other hand, was very firm in her opinion, "I don't like it. It's so unfriendly looking." DiPietro didn't care for the Celica's shell, either, observing, "It's incoherent — smooth front fenders clash with a heavy character line running from the door to the tail, and the slightly bulged rear fenders look awkward."

The general consensus remains that the Toyota Celica is a fun little coupe, but with some serious sporty potential which is left untapped most of the time. Once a driver becomes accustomed to its idiosyncrasies, it yields a wonderfully interactive driving experience

Current Odometer: 12,689
Best Fuel Economy: 29.7 mpg
Worst Fuel Economy: 19.4 mpg
Average Fuel Economy (over the life of the vehicle): 26.4 mpg
Body Repair Costs: None
Maintenance Costs: None
Problems: None

Brrrr. Man, was it cold outside. For the month of January, our long-term Toyota Celica GT-S braved ice storms, falling power lines, sub-zero temps and ... oh wait, we're based in Southern California, not Detroit. OK, so there might not be enough electricity to go around, but at least the sun comes out everyday.

This month our Celica rotated to senior features editor Brent Romans. Readers out there who pay attention (yes, all two of you) might remember that Brent drove the Celica in August 2000. This second go-around provided him a good opportunity to reaffirm his impressions.

"For the most part, my opinions stayed unchanged," says Brent. "I'm pretty sure that the clutch pedal is now even more finicky in terms of requiring the driver to push it all the way in before the engine can be started. I'm hoping that it is something the dealer can adjust at our next service."

You're probably aware of our low opinion of the Celica's transmission and pedals. Not one to pass up an opportunity to kick somebody while he is down, Brent lobbed in a few more comments. "The throttle is still a prime offender despite my extra time in the car. There's simply no progression right off idle. This makes it hard to have smooth acceleration during stop-and-go traffic, and it also hampers my ability to make crisp heel-and-toe downshifts."

We used our Celica for a variety of driving this month. Mr. Romans says he was able to enjoy the quick steering and playful chassis while punting around surface streets. He did note that the car's sporty nature lulled him into a false sense of complacency. "When the engine clears 6,000 rpm, it's like a 'fast forward' switch was thrown inside the engine. The frantic surge is really quite wonderful. But I found myself occasionally expecting that power to be there all the time. This led to a couple of scary moments when I would downshift for a pass and plant the throttle. I would think I had plenty of power only to find out that the revs were still around 4,000 and I would have to wait another two grand for the power to kick in. Not fun." Brent seemed better satisfied with the Celica during a 300-mile round trip to Palm Springs, Calif., commenting favorably about the stereo, excellent fuel mileage and long range.

Research editor Erin Riches was another January driver. She remembers a warm winter morning where she found herself piloting the Celica on a freeway with only light traffic. "I felt alive. I guess I'd forgotten what it's like to drive the Celica on those occasions when one can travel at a comfortable 80 mph. It feels so quick and vigorous, yet at the same time, quite dense -- there is an oppressive heaviness to the steering and the suspension that I always savor. I know that other cars offer more horsepower and torque. But for me, the Celica offers an ideal package of power, dimensions and weight. It feels wonderful to drive -- brisk acceleration and near-perfect weight distribution."

We finished out January without any problems. So when the weather has got you down, and your Celica is stuck in your garage because there is 3 feet of snow on the roads, think of us roosting down a twisty two-lane back road (we're driving to the local Target to get flashlight batteries -- the power just went out again).

Current Odometer: 14,182
Best Fuel Economy: 32.2 mpg
Worst Fuel Economy: 26.1 mpg
Average Fuel Economy (over the life of vehicle): 26.6 mpg
Body Repair Costs: None
Maintenance Costs: None
Problems: None

February saw the keys to our bright blue Celica fall into the hands of Associate Editor Ed Hellwig. Being somewhat new to the staff, Ed had little time behind the wheel of our sport coupe prior to his four-week stint. His commute takes him on a 40-mile round trip each day that includes plenty of stop-and-go city streets as well as short blasts on occasionally wide-open freeways.

As one of the taller members of the staff, the first thing Ed noted about our long-term GT-S was the tight quarters for the driver. "You practically have to fall into this thing because it sits so low," he said. "I couldn't help but feel like I was going to whack my head on the roof every time I got in. Once you're in, it's comfortable, with plenty of legroom and a nicely contoured bucket seat, but the roof was barely clearing my noggin."

After perusing prior updates to gain some insight into the rest of the staff's opinions, Ed realized that he was not alone when it came to his distaste for the choppy clutch operation and sluggish shifter. After a few weeks of practice, however, Ed noticed shifts becoming much smoother and quick takeoffs easier. From his notes: "You definitely have to change your shifting style to get smooth acceleration with this setup. Once you're dialed in, however, it seems natural, and climbing through the gears becomes fun."

Ed disagreed with Senior Editor Brent Romans when it came to the heel-and-toe downshifting in the Celica. Winding his way down a tight canyon road, Ed found the Celica to be one of the few cars he could successfully downshift without upsetting the chassis, allowing for smooth transitions through the corners. There is some touchiness when it comes to the throttle, he noted, but "you can't forget that this is a high-revving four-cylinder; you're just not going to have the smooth delivery of a six."

The Celica never seems to fail when it comes to gaining admirers for its precise handling, and Ed's logbook entries showed no exceptions. "This thing is a go-kart with air conditioning. The combination of size and well-tuned suspension delivers thrilling handling characteristics that leave you praying for a wide-open freeway ramp. There's virtually no roll, and driving close to its limits is relatively easy. Not many cars in this price range can deliver handling that inspires such confidence."

Photo Editor Scott Jacobs also chimed in with a few comments regarding the Celica's handling prowess. "I was having a lot of fun pushing it through its paces. I felt in total control. The low-slung position of the car, while a little annoying when driving in traffic, is a lot of fun when doing a canyon run. It makes you feel as if you're in a Formula One racecar. You can't get much of a kick out of this car unless you take it out on an open mountain road or on a free-flowing highway. It needs to be revved high for the fun factor to happen."

Although Scott praised the Toyota's sporty demeanor, he was much less impressed with some squeaks and rattles that invaded the cabin. From his notes: "I'm really surprised that this car is rattling so much. Isn't Toyota famous for its tight build quality? The cacophony of noises coming from the back hatch cover and sunroof are way too overbearing. The only way to quell the noises from the sunroof is to have it closed and the cover tightly closed, as well. If you can't enjoy the sunroof, why bother in the first place? The other cover for the back hatch has plenty of wiggle room, and its constant squeaking gets on the nerves after a while."

With a chassis that just begs to be thrown around a corner, and after our stint at Willow Springs International Raceway in December 2000, it came as no surprise when we discovered that our Celica was in need of new tires. A quick trip to Stokes Tire in Santa Monica and our blue bullet was soon shod with four brand-new Yokohama Advan A680 tires. They also performed a four-wheel alignment to assure that our new rubber would wear properly. As usual, the level of service was exemplary, and the work was performed on time.

We wish we could say that new tires were the Celica's only new addition, but after some thieves decided that our glove box 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.

Although our maintenance costs were high for this month, none of it was the result of any mechanical breakdowns or otherwise faulty aspects of the car. You can't really blame a car for handling so well that we drove the tires right off it, and a broken window while parked on the streets of L.A. isn't exactly a once-in-a-lifetime occurrence.

As for Ed's view of the car, his feelings were mixed. On one hand, he grew to love the razor-sharp handling and high-revving engine, making late-night rides home a thoroughly entertaining affair. On the other hand, the tight cabin and constant buzz of the four-cylinder engine made him think that, in the long run, he would prefer something a little more refined and just plain bigger. Everybody gets old sometime.

Current Odometer: 15,504
Best Fuel Economy: 32.1 mpg
Worst Fuel Economy: 23.1 mpg
Average Fuel Economy (over the life of the vehicle): 26.5 mpg
Body Repair Costs: $402.25 (Replace passenger side window with factory glass)
Maintenance Costs: $123.99 (15,000 service: replace oil, oil filter, air filter, transmission oil, rotate tires, check brakes and test battery); $660.98 (Replace all four tires and perform four-wheel alignment)
Problems: Squeaky sunroof shade and cargo cover.

Last summer, our editor-in-chief, Christian Wardlaw, spent more than 1,000 miles behind the wheel of our Toyota Celica long-term car. Nine months later, he doesn't have anything new to say, except that the car handles rainstorms extremely well.

His complaints and accolades for our Spectra Blue bullet are almost identical to what he wrote in the logbook last June. He likes the comfortable and supportive seats. He likes the rakish styling, inside and out. He appreciates the surprisingly supple ride quality. Razor-sharp steering and handling help make his 80-mile round-trip commute fun. But he's no fan of the Celica's 180-horse VVTL-i (variable valve timing with lift and intelligence), six-speed manual drivetrain.

"Everything about this powertrain feels like it was dipped in molasses before installation in the car. The clutch is heavy and operates like an on/off switch. The transmission's gates are sticky and too close together. It's very hard to shift this car smoothly," scribbled Wardlaw into the Celica's logbook.

He's also no fan of the engine's power delivery. "Unlike a high-powered Honda VTEC powerplant, this VVTL-i engine doesn't seem happy when spinning rapidly toward redline. 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."

Beyond that, Wardlaw notes, the Celica GT-S isn't designed to keep the high-lift camshafts activated long enough for large reserves of power during really hard charging. "Even when holding a gear to the 7,800-rpm redline, the engine bogs after an upshift and the big cams come back to life only when the tach crosses the 6,000 rpm barrier." Overall, the experience of accelerating our Celica, in Wardlaw's opinion, is a noisy, thrashing, herky-jerky exercise.

Couple this to extremely poor side and rear visibility, and Wardlaw ultimately dismisses the Celica as a user-unfriendly daily driver. "The sharply upswept beltline, steeply slanted rear window and vision-obstructing rear spoiler make it hard to change lanes and reverse with any semblance of confidence," he wrote in the logbook.

His final gripe pertains to the location of the power outlet in the dash, which is obstructed when the shifter is placed in fifth gear. Evidently, when used in conjunction with Wardlaw's Valentine One radar detector, his right ring finger gets smashed when shifting into fifth until he retrains his hand to avoid the pain.

"It's too bad I don't enjoy driving this car more, because I really like the styling, the handling and the interior design," wrote Wardlaw. "But a car like this is for driving enjoyment, not profiling on Sunset Boulevard. If I had to choose between this and the relatively dowdy Acura Integra GS-R, the more fun-to-drive Acura would get the nod."

Current Odometer: 17,246
Best Fuel Economy: 31.1 mpg
Worst Fuel Economy: 22.4 mpg
Average Fuel Economy (over the life of the vehicle): 26.6 mpg
Body Repair: None
Maintenance: None
Problems: None

After two months in minivan purgatory, Executive Editor Karl Brauer hopped in our long-term Celica GT-S and thought he'd found performance-car nirvana. Like so many things in life, your driving impressions of a car can be heavily influenced by what you've driven immediately before (or what you drive immediately after) taking the wheel. In this case, a month in a 1999 Honda Odyssey, followed by a month in a 2001 Dodge Grand Caravan (with occasional forays in his personal vehicle...a 2000 Honda Odyssey!) left Karl pining for anything with a manual shifter and fewer than five doors. The lightweight, sharp-nosed Toyota, with ultra-responsive steering and braking characteristics, answered his prayers after only a few minutes.

Over the course of the month, Mr. Brauer came to realize that the Toyota was not the end-all, be-all of performance coupes, but it was, thankfully, much more entertaining than any box-on-wheels.

The Toyota's strength lies in its aforementioned quick steering and confident braking. Karl thinks the car looks as good as any modern coupe, with the edgy bodylines accurately reflecting the car's focused nature. Upon close inspection, Mr. Brauer noticed more orange peel in the paint than he would have expected from a near-new Toyota, but only a few minor scratches mar the otherwise attractive dark blue shell that still shines with a powerful luster. The same can be said of the 16-inch five-spoke alloy wheels that still look brand-new.

As much as Karl enjoyed driving the Celica, he did come away with a host of complaints, many of them stemming from his West Los Angeles commute, which is clearly not what the Celica's engineers had in mind when designing the car. Mr. Brauer explains:

"The transmission is frustrating because it could have been a great tranny. All the key elements are here: six speeds, close ratios, short throws. Even the oft-maligned shift pattern, that many feel is too tight and difficult to figure out, is workable for me. So what is the problem? A sludgy, molasses-like feel when rowing between gears. As short and tight as the gear throws are, you still can't easily perform fast shifts because there is simply too much resistance when rowing between gears. And even when you aren't trying to shift quickly, the resistance wears you down (especially in stop and go traffic) because it takes too much muscle to shift. This makes the Celica a real bear in city commuting, the primary conditions I used it for. Compounding this issue was a peculiar ankle ache that I often got when driving the Celica in heavy traffic. It was on the outside of my left ankle, and because the clutch pedal resistance is not terribly high, I think the problem had something to do with the angle at which my foot was contacting the pedal. It almost felt like my foot was sliding off the left side of the pedal, and I had to use extra pressure to keep that from happening. Is this a problem with pedal placement? I don't really know, but adjusting my seat position and body placement did little to solve the problem."

Compounding Karl's ankle pain was the need to have the clutch pedal firmly pressed up against the carpet to get the car to start (as mentioned in previous updates). Mr. Brauer observed, "If the pedal is slightly off the floor, the engine will turn over but not fire. This can be annoying until you figure out what the problem is. It's also annoying because the floor isn't completely flat and to get the pedal snugged up against it you have to position your foot just right or you literally can't push the pedal to the floor. I think this situation may have contributed to my ankle pain because when my foot was where it had to be to push the pedal to the floor, it was not hitting the pedal squarely, but at a slight angle."

Karl also noticed that the Celica had considerably more low-end torque when it was first started, likely because the engine was running rich during warm-up. This gave Karl a sense of how powerful the car could be at low rpm if the fuel mixture was richened slightly, though the Greenies certainly wouldn't approve of this richer mixture because it would potentially mean more unburned fuel leaving the tailpipe. That's unfortunate, because a lack of low-end torque is one of the Celica's major problems. During a short stint in San Francisco, the car proved tricky to launch from a standstill when ascending the city's steep hills. Though Mr. Brauer claims to have never stalled it, he experienced several instances where the engine lugged while being precariously balanced between stalling and starting to roll. The "on-off switch" nature of both the clutch and gas pedals only added to the challenge.

The trip from Los Angeles to San Francisco showed the Celica to be an adequate highway car in terms of cabin noise, though it will never be mistaken for a Camry. Both the driver's and passenger's windows had small air leaks at the back edge, and the engine/exhaust drone was clearly audible at freeway speeds, even with the transmission in sixth gear. The Celica, which has been recording some of the best mileage of our long-term fleet, did manage over 400 miles on a tank of gas under highway driving conditions. Unfortunately, Mr. Brauer was fairly certain it threw a wheel weight on the way up, as a sharp "clunk" in the passenger-side rear wheel area came in the middle of central California with no debris in the road. After the noise, Karl thought he detected a small vibration coming from the back of the car that wasn't there previously, but it might have been there all along, and he just wasn't sensitive to it. Happily, in terms of seating, the car is quite comfortable on long-haul drives.

The item of note relates to the Celica's troublesome sunroof shade. When Karl last drove the car — close to a year ago with 3,500 miles on the odometer — the sunroof shade was the only area with obvious wear. There was a slight rattle coming from it, and the leading edge of the second half of the cover (it is a two-piece design with the first half covering the second half as it slides back) was starting to show wear from rubbing on the first half. Not surprisingly, things have gotten worse in this area. Now the rattle is constant, though still not horrid. More troubling, however, is the way the cover slowly retracts by itself when driving the Celica. Even without regular hard launches, the cover slowly, over time, slides back. Worse still, once it starts to open, the cover has less support and, as one might expect, rattles even louder. Mr. Brauer is afraid that before the lease is up, the cover will be sliding fully open with each throttle application and slamming shut whenever the brakes are applied. The last time we visited the dealer for this problem, he claimed the weather-stripping simply needed lubricant. Wonder what they'll say this time. Karl notes that he doesn't particularly like sunroofs and never opened the glass section once during his month of driving the car. Obviously, this is an option he could easily do without.

Handing the keys off after a month behind the wheel left Mr. Brauer with mixed emotions. "I wish the Celica had more low-end torque, higher-grade interior materials and a friendlier shifter. On the plus side, I like the looks, the handling, the interior layout and the car's overall image. It felt sooo good to get into this car after two months of minivans (long-term Odyssey and Grand Caravan). Would I go buy a Celica? No, but I'd happily drive one, especially if the majority of my driving was done in rural canyons, not congested cities."

Current Odometer: 18,350
Best Fuel Economy: 29.7 mpg
Worst Fuel Economy: 19.9 mpg
Average Fuel Economy (over the life of the vehicle): 26.6 mpg
Body Repair Costs: None
Maintenance Costs: None
Problems: Sunroof shade wearing out.

Perceptions change over time. For example, few people were clamoring for Van Gogh's paintings when he was alive, but now they are some of the most prized works of art in the world. Back in the mid '90s, California residents thought that power deregulation was a good idea (snicker, snicker). And just nine months ago, Senior Editor Brent Romans said he was disappointed with our long-term Toyota Celica GT-S. But looking at the commentary he provided this month, it would seem that somebody has changed his tune. (Let it be known, however, that Fox's Boot Camp reality TV show is insipidly stupid no matter how many eons pass.)

Yes, our 29-year-old editor once again took the reins of our sporty Celica. According to Brent, the car didn't live up to his high expectations when he first drove it last August. But now that some time has passed, he has softened his view and found himself much happier with it.

"As our staff has commented on in a number of updates, the touchy clutch and throttle and close-gated six-speed transmission could certainly stand for improvement," Brent reports. "But now that I've driven the car enough, I guess I'm just used to them. I've even gotten used to the limited visibility. This month I tinkered with the positioning of the outside mirrors to maximize coverage. By doing so, I found that I didn't have to make head checks for lane changes on the freeway. And every time I would park the car on the street, I would tilt down the passenger-side outside mirror to make sure I wouldn't hit the curb with a wheel."

Mr. Romans continued to say that, in the broad spectrum of vehicles, the Celica is still a very fun car to drive. A large chunk of the fun factor comes from the quick steering and tight chassis. "The Celica is very sporty," says Brent. "It sits low to the ground and handles quite well. I like sitting in the firm and supportive driver seat and gripping the small-diameter steering wheel. There's a distinct 'race car' feeling I get when piloting this car. I also like the aggressive exterior styling. I have no problem saying that if Ferrari were to build a front-wheel-drive sport coupe, it could look a lot like the Celica. Overall, this is a car that young enthusiast drivers can afford and have fun in."

We put approximately 1,350 miles on the car this month. Last month, Executive Editor Karl Brauer drove to San Francisco. This month, Brent buzzed out to Las Vegas, or as he called it, "Lost Wages." Brent wouldn't tell us how much money he lost; all we know is that every day for a week, his lunch consisted of Top Ramen soup and $0.39 Little Juan frozen burritos. Brent, along with his girlfriend, went to Vegas to visit his vacationing parents. Like Karl noted last month, the Celica makes for an adequate long-distance car. Wind and engine noise are certainly present, but the sixth gear of the GT-S' transmission helps to keep the engine's cruising rpms to an acceptable level. He liked the high fuel mileage, CD-equipped sound system and the deep cup holders. Brent was able to fit both his and his girlfriend's luggage in the car without having to fold down the rear seats.

We encountered no problems this month other than the constantly rattling sunroof cover. This means that we've put almost 20,000 miles on the car and have had to perform no repairs other than scheduled maintenance. So far, it would seem Toyota's reputation for reliability is intact.

Current Odometer: 19,684
Best Fuel Economy: 33.2 mpg
Worst Fuel Economy: 24.4 mpg
Average Fuel Economy (over the life of the vehicle): 26.7 mpg
Body Repair Costs: None
Maintenance Costs: None
Problems: Rattle from sunroof shade

The month of June saw our Spectra Blue Celica in the possession of Road Test Editor Liz Kim, who was conflicted about her charge for the month. On the one hand, she was relieved to be getting out of the magical balloon ride known as the Dodge Grand Caravan into the low and racy scuttle of the Celica, but on the other, she knew that she would miss the functionality and togetherness that the minivan offered. "Can we all go in one car?" inquired her friends, and the answer was a resounding yes; in the Celica, she can only accommodate one happy passenger up front and maybe one squished and uncomfortable rear freeloader. Ah, well, at least she was able to shrug off DD duties for the month.

Kim still has trouble piloting the persnickety coupe on the clogged arteries that comprise the Southern California freeway system, sputtering out a couple of times in stop-and-go traffic, eliciting bitter mutters of "For crying out loud..." from the peaked driver. The recalcitrant shifter requires more effort than necessary, and a lack of low-end torque ensures that plenty of loud revving accompany scooting forward.

Other drivers echoed Liz's sentiments. Associate Editor Erin Riches complained: "Of course, on the night I chose to drive the Celica, the 405 freeway was backed up for miles. This car was quite unpleasant to drive in that environment. The dearth of low-end torque is awful in crawling traffic. It makes for serious revving and noise. And you have to give it plenty of throttle lest you upset the finicky clutch. But this car, at least with the six-speed manual, wasn't designed for urban warfare, so I can't get too upset. Though I often see these cars on the road in the Los Angeles area -- how do owners manage?"

Technology Editor Scott Memmer also grabbed hold of the keys and had more to complain about: "The car is a bit of a chore to drive in the city. The shift linkage, which most of our editors have commented upon, verges on the ridiculous. As many times as I've driven this car, I still can't get the hang of the shifter. I still have to search for first gear most times when at a dead stop. Toyota really needs to rethink this part of the car. Also, the engine is gutless below 6,000 rpm. It has no zip at all in the lower rpm range, and thus is kind of boring to drive in city traffic.

"Another major drawback are the blind spots. A simple lane change in this car requires contortions of the body that resemble playing Twister. Sightlines out the rear and sides are downright scary. The tiny triangular rear side windows afford very little view of the goings-on aft, so you must twist in your seat and crane your neck to see what's going on back there."

However, Toyota never claimed that its Celica GT-S was about comfort or coddling. It was meant to be driven hard on wide-open byways, and here, the Toyota regained some of its luster with its excellent driving dynamics, from its highly responsive steering to the authoritative brakes.

"The best part about this car is its ride and handling," claimed Riches. "I love feeling the contact it makes with the road as I drive. This time, though, I decided that I would like a bit more feedback from the steering at highway speeds. It feels a little overboosted at times." Memmer echoed the sentiment, adding that "My wife has probably spent more time driving our Toyota Celica than I have. I can't get the keys out of her hands."

"This car reminds me a bit of the 1983 VW GTI I used to drive," Memmer continued. "It's fast and loud and really slings through the twisties. It's fun to put this little go-cart through its paces on a mountain road. But maybe these are just the ramblings of an old man. My wife and I both attest that this car is fast, fast, fast and fun, fun, fun to drive. In that sense, it's probably perfectly aimed at its target audience -- the under-thirty crowd. For those whose practicality outweighs their thrill-seeking, this is probably not the right car."

Despite its limited appeal to watchers of the WB Network, our Toyota seems to have entered its middle age, with the appropriate creaks and groans of a boomer, the holy grail of pharmaceutical companies. Its dash area and sunroof are fraught with rattles and squeaks, and the cabin is encompassed by rickety noises over bumps and while flexing. Some of us are left wondering if we are indeed driving a current-millennium Toyota product, rather than the jalopy that transported the Joads from the Dust Bowl to the Promised Land.

Also noteworthy is the fact that some troglodyte stole the GT-S badge off the rear; it appears to have been carefully pried off by some shuckster who wanted to sell it for $25.42 ($23.50 plus tax, according to Sheridan Toyota in Santa Monica). Now you tell us, Mr. Klepto, are you happy with your handiwork? Was it worth it? Was it?

There's still some icky sticky stuff left from the previous badge, which can be dispatched with a bit of rubbing compound. Then we'll be as good as gold.

Current Odometer: 21,360
Best Fuel Economy: 29.3 mpg
Worst Fuel Economy: 25.8 mpg
Average Fuel Economy (over the life of the vehicle): 26.7 mpg
Body Repair Costs: $25.42 (GT-S badge replaced)
Maintenance Costs: None
Problems: Rattling headliner, dash area.

As with our long-term Focus, this month's Celica jockey, Road Test Editor John DiPietro, feels that the Toyota doesn't appeal to his sense of style, but under the skin it (mostly) shines. Though a few staffers might not agree, and in spite of the lofty redline, John says the GTS isn't exactly a dog down low. "It's tractable and peppy around town. Of course, once the tach needle hits around 6,400 rpm and the other cam profile comes into play, it really screams. But the rush is short-lived, spanning only 1,400 rpm, and the opportunities to rev it up like that are few and far between. Still, it's a blast and probably more of a treat because you can't have it all the time."

John continued about the driving dynamics of the high-strung sports coupe: "I know some of my cohorts have griped about the clutch take-up, and yes, it definitely could be more progressive, but it's fine once you've gotten used to it. And I have similar sentiments for the six-speed's gearshift: The gates are close, but the throws are short, and I didn't blow a shift during my whole time with the car this month.

"In fact, the only time I really had trouble shifting the Celica was back in the fall, when we rented the Streets of Willow race track for a day. After taking a handful of laps in our long-term Focus, I foolishly jumped from that car into the Celica before I was familiar enough with the track. Since that was my first time on a track, I was a bit nervous yet excited, and twice I blew a 3-2 downshift coming into the chicane — the car just wouldn't go into second, and the shifter hung up between the gears. Whether this was the car biting me in the butt or a couple of botched downshifts caused by slight jitters is still a mystery to me. But I've thoroughly enjoyed the Celica since then and feel it's one of those cars that rewards a sure hand and punishes a sloppy or impatient one."

Although John enjoyed the dynamics of the Celica (he also raved about the precise steering, strong brakes and composed chassis) he was bugged by the blind spots that everyone's complained about. "Parallel parking this thing is an exercise in blind faith. Toyota should offer a reverse sensing system for the Celica." And for changing lanes, he offered this advice: "Forget glancing over your shoulder, you'll just get an eyeful of C-pillar and rear wing. Make sure the sideview mirrors are adjusted so they just show a sliver of the car's flanks. When preparing to change lanes, check the appropriate mirror and move your head a bit laterally to open up your field of view in the mirror (to cover a potential blind spot) and then make the change."

Another pet peeve that has been mentioned before are the noises that haunt the cabin: "Is there a bird living in here or what?" John wondered as the chirping that seems to come from the retracting sunroof cover serenaded him.

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.

With fresh oil in the crankcase and a clean bill of health from Sheridan, the Celica was ready for another tour of duty with one of Edmunds' finest.

Current Odometer: 21,738
Best Fuel Economy: 21.8 mpg
Worst Fuel Economy: 21.5 mpg
Average Fuel Economy (over the life of the vehicle): 26.6 mpg
Body Repair Costs: None
Maintenance Costs: $52.95 (22,500-mile service that included oil and filter change; tire rotation; emergency brake adjustment; and inspections of the drive shafts, battery, brakes, belts, hoses, exhaust and steering).
Problems: None.

During the busy month of August, our long-term Celica was handed around like a baby at a Tupperware party. Officially assigned to Road Test Editor Ed Hellwig, the bright blue pocket rocket continued to crank out the smiles with its nimble handling and zippy drivetrain.

After spending just a few minutes in the driver seat, Ed was instantly reminded of how much fun the Celica can be. "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," he wrote after a few short drives.

Using it mostly for running around town, Ed appreciated the agile nature of the pint-sized coupe. An admitted fan of parking lot pigs like the Suburban and Excursion behemoths, Ed savored the ease with which the Celica squeezed into tight spaces and sliced through traffic. "Whenever I drive this thing, I have to remind myself that there's not another 10 feet of vehicle behind me. It's perfect for quick trips where its small size and great mileage allow you to get in and out quickly without ever having to worry about stopping for gas," Ed commented in the logbook.

Its grocery-running ability didn't mask the fact that its still one of the best canyon-carvers around. A little free time on the weekends allowed Ed to explore some of his favorite backcountry roads, and he rediscovered the Toy's supreme handling skills. "You really have to push the Celica hard to get it bent out of shape. 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."

Although Ed couldn't say enough about the Celica's handling prowess, he was a little less enthused with the number of squeaks and rattles emanating from inside the cabin. He noted that backing out of his driveway never failed to elicit various creaks from the rear hatch, and the rutted streets of Los Angeles brought forth further evidence of a deteriorating cabin. "I'm a little surprised that a Toyota would be this loud after such a short time. It's not like the dash panels are pulling apart or anything, but there's definitely more rattles than I would expect from a car with so few miles on it."

Contributing Editor Erin Riches also spent some time in the Celica in August. She echoed Ed's feelings about the extremely responsive handling and sharp steering. From her notes: "Now that I'm familiar with the clutch and shifter action, I find the Celica to be one of the most entertaining cars I've ever driven. I love the handling. The suspension is firm and provides a very immediate sensation of road contact, without beating you up."

A recently conducted sport coupe comparison test (look for the story in a couple months) allowed Erin to drive both our long-term Celica and a new, identically equipped '01 Celica press car back-to-back. Not only did it reinforce her likes, but it reminded her of the problems, as well. "After driving the Celica press car, I compared it with my recent experiences in the long-term Celica. The test vehicle reminded me of how much I like our long-termer's center stack ergonomics — the snug cockpit positions the driver very close to the large, finger-friendly controls. The controls are no different than what you would find in a Corolla, but I don't care, because I know they will last. The one advantage to the test Celica was that it was newer, so it didn't have an annoying rattle coming from the rear. I also noticed that our long-term car's six-speed transmission was noisier than the press car's tranny."

So it's pretty apparent that once again the Celica wowed the staff with its adroit handling and solid ergonomics. Unfortunately, it looks as though it is starting to show a little age even though the odometer is barely over 22,000 miles. We'll have to wait and see if the creaks and rattles continue to worsen, but until then, the Celica looks as though it will still be the vehicle of choice when the road gets curvy.

Current Odometer: 22,532
Best Fuel Economy: 29.5 mpg
Worst Fuel Economy: 25.1 mpg
Average Fuel Economy (over the life of the vehicle): 26.6 mpg
Body Repair Costs: None
Maintenance Costs: None
Problems: Rattles from rear hatch area.

Now we know this is going to sound weird, but sometimes we actually would rather not drive a vehicle that we have been assigned to write about. We know what you're thinking: "Great; call me, and I'll drive it for you." Well, it's not that easy. You have to be able to capture whatever you've experienced during that month in words. And it has to be something that hasn't been written a hundred times before, something that both entertains and informs our readers.

So now you understand why one of us would grumble about being assigned a car, even if it's a very cool one, like our long-term Toyota Celica GT-S. Our road test coordinator, Neil Chirico, had doubts about driving our Toyota Celica GT-S again. He first wrote about it in August 2000, when he had the "Blue Bullet" for only one week.

Neil also got some seat time at the Streets of Willow racetrack in Rosamond, Calif., in December 2000 when we were doing the American Exotics Comparison Test. We got some fun runs in at the end of the day in some of our long-term vehicles, and Neil took our Celica out for a few laps. After driving the big-horsepower V8s, the tightly wound Celica seemed unimpressive. Neil found that he had to keep the revs at a stratospheric level to be able to power out of the corners. Additionally, the shifting abilities of this six-speed have not been highly regarded by our staffers.

So, it was a lot of work to get some decent performance out of it, while at the same time being smooth with your driving. Neil deemed it far too demanding for his personal taste and that left a lasting impression. Not good.

Fast forward to the Sport Coupe Comparison Test, which you will be able to read about in the near future. We spent several days testing a Celica GT-S along with seven other comparable vehicles. We tested at both our regular site in Camarillo and the Streets of Willow.

This time, though, we got to compare the Celica to other cars in its class, like the Acura RSX Type-S, Honda Prelude SH and Volkswagen GTI 1.8T. We had two six-cylinder cars along also: the Mercury Cougar Zn Edition and a Mitsubishi Eclipse GT Coupe. To top it all off, we had some American thunder with a Chevrolet Camaro Z28 and Ford Mustang GT Bullitt Edition. There were eight sport coupes in all, with a wide variety of powertrains and an even more varying array of performance capabilities. Needless to say, Neil was not looking forward to the Celica based on his previous experience.

After spending the first day at our test track, he started to get a new appreciation for the Toyota. Being able to compare it first-hand to its main competitors helped illuminate the Celica's strengths. The first test was the braking run, in which it did very well, exhibiting short, precise stopping distances with little ABS system noise. Even on the acceleration tests, it performed admirably, considering that it was equipped with one of the smallest engines in the test. The one thing Neil did learn through this process was that it liked to be driven aggressively. On the acceleration runs, in order to try to prevent it from falling out of the fat part of the powerband, you had to shift well into redline to keep the revs high enough so that they didn't fall flat after an upshift.

This car likes to leave the line aggressively, even while driving on the street. If you baby the revs, you will either stall it or rattle the engine, something Neil had first-hand experience with the first time he drove it. Shifting this car on the street also requires a higher than normal shift point to keep the forward motion continuing smoothly. He found that shifting between 3,500 and 4,500 rpm for normal driving was much better than the 2,500 to 3,500 level at which you would shift in most other vehicles.

The Celica's upshifting has always garnered its fair share of complaints, and Neil was less than impressed with it the first time he had the car. This time, though, he found the shifter to be more user-friendly. At the track, he had one portion of the course that required shifting all the way down through the gears to second to make the corner at the end of the front straightaway. Previously, he had trouble finding his way down through the gears, but not this time. Shifting wasn't perfect, mind you, and Toyota could still learn a few things from several other manufacturers, but he found his way down with no missed shifts.

He surmised that either our Celica was more broken-in than it had been during his previous experience and was actually shifting better, or that he is finally more accustomed to rowing a six-speed. It may be a combination of both, since Road Test Editor John DiPietro also complimented the shifter in the Celica in the July 2001 update.

This month, our man Neil had to take the Celica in prematurely for some unexpected problems. He 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. From the logbook:

"Our local dealer, Sheridan Toyota, got me in the same day I called and promised to at least look at my concern that day. They were also going to check out an annoying squeak noise that was coming from the hatch area. Surprisingly, they were able to repair both of my 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.' What the heck does that mean?

"On my second concern, they were better equipped to explain to me what they did and why. Apparently, Toyota has a bulletin out about some of the rear spoilers getting loose over time. They, according to my 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 my concerns were taken care of, under warranty, and I got the car back the same day. Now, that's service."

What Neil found rather surprising was how much his attitude has changed about the Toyota over the course of the last year. In the August 2000 update, he found he basically liked it, minus a few areas that could use improvement. Then in December 2000, he developed a dislike for the car based on his experience at the track. On this most recent evaluation, he got the chance to re-evaluate the Celica all over again, both on the road and at the track, where he learned that it performs rather well when stacked up against a slew of its competitors. He says he has enjoyed his time in the car, despite the shifter being in the way of the lighter (into which he plugs his favorite anti-ticket device). And even with the funky mismatched dash lighting, he will now fondly remember his seat time in the Toyota Celica GT-S and look forward to driving it again somewhere down the road.

Current Odometer: 25,569
Best Fuel Economy: 34.2 mpg
Worst Fuel Economy: 28.0 mpg
Average Fuel Economy (over the lifetime of the vehicle): 27.0 mpg
Body Repair Costs: None
Maintenance Costs: None
Problems: Squeaky drive belt, squeaky rear spoiler — both repaired under warranty at no cost.

A "love-hate relationship" is how Consumer Advice Editor Philip Reed summed up his reaction to a month in our long-term 2000 Toyota Celica GT-S. The love part of the relationship came when the road was clear in front of the scooped hood and no CHP officers were in the rearview mirror. The hate part came nearly every morning when he had to commute in the darkness surrounded by hulking, pugnacious SUVs on the 405 freeway in Los Angeles. Under those conditions, he would have traded the six-speed excitement for higher ground clearance and improved visibility.

Still, these polemic remarks need tempering with a fuller explanation of how Phil used the sport coupe. With two sons, Phil is frequently found taxiing kids around town. The Celica, with only two passenger doors, prompted many, "You were in the front last time!" arguments. However, Phil's 15-year-old gave his stamp of approval to the Toyota's coolness quotient. "This car is so cool," he said for the fourth time in the first mile that he rode in it.

The car is cool, Phil admitted. He thought back to his first reaction to the sleek coupe and recalled his delight over the perforated racing pedals, the dimpled leather-wrapped steering wheel and the wraparound feel of the cockpit. These features shine when they are coupled with a clear road, such as his return late one night from Newport Beach along Pacific Coast Highway. It was then that he could wind up the 180-horsepower four-cylinder engine and feel the low-profile tires grabbing the long sweeping turns with a confidence bordering on arrogance. Slower cars blurred past, then faded out of sight in the rearview mirror.

Another high point of Phil's tour of duty in the Celica involved a trip with his brother to Lone Pine, where they climbed Mt. Whitney. California Highway 395 is reputed to be one of the finest drives in the world with views of the rugged Sierras unfolding above the dotted white line in the road. The drive brought out the best in the Celica. Feeling its oats, it even turned back the challenge of a BMW X5, driven by a yuppie couple that was bent on passing. The Celica heard the Bimmer coming and said, "I don't think so..." Moments later, they had the road to themselves again.

The little Toyota was surprisingly practical for a road trip. "The trunk proved to be unexpectedly deep and roomy," Phil wrote in his log. "It gobbled up two sets of golf clubs and left room for our camping gear. Some of it had to go into the backseat, but it wasn't like it required any skill to pack it." With the sunroof open, they got 3-D views of surrounding peaks as they climbed up into the mountains. The sure-footed nature of the low-slung coupe allayed any fear of sliding off the cliffs they were skirting.

There were a few mechanical aspects of the Celica that grated on Phil's nerves, particularly during his commutes. "When I back off the accelerator there's a loud rasping protest from the gearbox as it engine-brakes," he wrote. "It's not noticeable at first, but the sound becomes wearing and seemed excessive once I focused on it." When driving hard on twisting roads, the noise seemed justified. But around town, when he was just trying to get from point A to point B, the drivetrain called too much attention to itself.

Another irritation was hunting for thrust in the powerband. The phrase "useable torque" popped into his mind as he waited for the get-up-and-go that the roaring engine promised. "I had to force myself to keep my foot planted on the accelerator pedal until it wound up past 5,000 rpm," he wrote. "Then, finally, the fun started." The rev-happy engine seemed especially sensitive to temperature. In the cool early morning, it really took off. Later in the day, it seemed sluggish.

Finally, Phil had to add his two cents to all the comments from the staff on the six-speed transmission. "As Road Test Coordinator Neil Chirico put it, 'You have to drive the car like you're mad at it.' Shifts must be crisp and forceful. If it was a horse you would say you have to let it know who's boss."

While the shift knob felt good in Phil's hand, the gearbox acted like a living thing bent on thwarting his intentions to find the right gear. In general, things went smoothly until fourth gear. Then, the four-to-five shift required a fully developed set of muscles to force it through the gate and home. A few times, downshifting from sixth to fifth, he caught third instead, was thrown forward and found himself eating the dashboard. Why couldn't the Toyota gearbox have the silky feel of a BMW or the precision of a Honda? It can be done.

Despite all the quirks of the Celica, it can still be a lot of fun. Depending on your view of life, it's either a walk in the park or a struggle to the death. The problem is, most days are just plain vanilla.

Current Odometer: 27,494
Best Fuel Economy: 32.4 mpg
Worst Fuel Economy: 27.3 mpg
Average Fuel Economy (over the life of the vehicle): 27.1 mpg
Body Repair Costs: None
Maintenance Costs: None
Problems: Stitching in leather driver seat coming out; some intermittent rattles.

Everything's relative. The last few times Road Test Editor Liz Kim drove the Celica, she complained about its persnickety nature, with its heavy-action shifter, narrow gates and tricky clutch pedal.

This time, however, she got into it after a weeklong stint in a Dodge Viper GTS ACR, which was one of the most difficult (but ultimately rewarding) cars she's ever driven. In comparison, the Celica was a breeze. "Shifting action has gotten so much lighter, and the gates seemed to have made themselves more precise."

Of course the drivetrain hasn't changed, just her perception of it. The Celica suddenly became much more easygoing; say, like finding Mickey Rourke in a country club full of Stepford Wives Junior Leaguers. He'd pretty much stand out. Put him in a room next to Marlon Brando, though, and he'd pale in comparison and scuttle back to the hole whence he came.

This is still the most fun car in the Edmunds.com long-term stable, with its razor-sharp steering and astounding brakes. The engine's high-revving temperament, though, can be a bear in traffic. During its stint in some of the Los Angeles freeway system's grimmest hours, the Celica's average miles per gallon reached an all-time low of 22.8. After maintaining steady speeds on a run through the high deserts of Southern California and back, however, average fuel consumption returned to normal levels.

This month, Kim found fault with the lack of a rear hatch release inside the cabin. Currently, the building that houses the Edmunds.com offices is under tight security supervision, which means that every car which enters its parking lot must undergo a baleful glance from the officers, a check underneath the car with a mirror and an inspection of the luggage area. Since our Celica isn't equipped with a keyless entry fob, this meant that several times when the guards couldn't figure out where the handle was, she had to stop the car, turn off the engine, get out of the car and open up the trunk, resulting in frazzled nerves and a long line of exasperated colleagues waiting behind her to get in. "Eh, wait yer turn," groused our editor as she took her own sweet time getting back in the car.

The Toyota also spent time with Consumer Advice Editor Phil Reed, who still harbors mixed feelings about the blue sport coupe: "The first thing I noticed was that the Celica has to be driven. You can't passively drive somewhere, thinking of other things. The Celica is like a spoiled child that demands attention. But it's also a gifted child, giving sudden, unexpected rewards.

"In my last update, I noted that my 15-year-old son thought the Celica was cool. My wife had a different way of describing the Celica: dumb. I was telling her how much I liked the look of the cockpit with the leather-wrapped steering wheel, the orange gauges and the racing pedals. 'It looks cheesy to me,' was all she said." Maybe Mrs. Reed should see it next to a Mitsubishi Eclipse. That'll put it into context.

Cutesy comments aside, hatchbacks are making a comeback; one of the reasons they became so popular in the first place was their functional nature. With the rear seats folded and the cargo cover removed, the Celica's 16.9 cubic feet of trunk space swallowed up a king's ransom worth of household goods purchased from that bastion of corporate America, Wal-Mart. "The Celica can carry an ironing board, some large Rubbermaid storage units, several small household appliances and various linens," commented Kim. "Unless your sedan has 60/40 split folding rear seats, don't try this at home." She obviously enjoyed her time in the Celica. Like we said, everything's relative. Let's see how she feels toward it the next time around.

Current Odometer: 28,407
Best Fuel Economy: 29.0 mpg
Worst Fuel Economy: 22.8 mpg
Average Fuel Economy (over the life of the vehicle): 27.1 mpg
Body Repair Costs: None
Maintenance Costs: None
Problems: None

We've had our Celica GT-S for well over a year now. In four months, it will be gone. If you've been a frequent reader of our updates, you know that our constant gusher of commentary (more than 15,000 words spilled so far) could be boiled down to the following:

Steering and handling good. Shifter and clutch bad.

One observation not readily apparent, however, is that while initial reactions to the car are usually negative or lukewarm at best, successive drives in the car change people's opinions. For proof, we proudly display the month of December, in which we had three Celica drivers. One had no experience with the car, one had only a little and one was very familiar with it.

First was Jeannine Fallon, our director of public relations. She used the Celica to transport five boxes full of Edmunds printed buying guide books to a media press event. "The storage capacity of the Celica was amazing," she commented. "The hatchback design made it really easy to load and unload."

Jeannine was also fond of the car's styling, but she hated the (big dramatic pause here) manual transmission. "I had a hell of a time finding reverse, and really found it nearly impossible to shift between any gears without giving myself a minor case of whiplash. Luckily, I only went into the wrong gear once — but I had no confidence that wouldn't happen again.

"I don't pretend to be an automotive journalist, but I do have a realistic point of reference. At the press event, I had the opportunity to drive a variety of cars. I drove manual versions of a Lexus IS 300, VW GTI 1.8T, Dodge Neon and even an intimidating Mustang Cobra. With each of these, I had no complaints about their gearboxes."

Driver number two this month was Managing Editor Bryn MacKinnon. Before this, she had driven the Celica twice, though each was no more than a commute to and from the office.

"In the past, I have complained about the Celica's difficult shifter and temperamental clutch," she said. "This time around, I've changed my mind. I drove the blue cutie over four days and found it actually quite easy to drive."

One explanation for the change of heart, Bryn suspects, is that she spent less time in stop-and-go traffic than she did before. "I don't remember once feeling like I wanted to just park it and walk rather than do the upshift-downshift-wait-repeat dance for one more second."

Not only did she find the Celica easy to drive this time behind the wheel, she also enjoyed herself a lot more. She relates a story of driving with her boyfriend. "After [driving aggressively for] a few corners and clear straightaways, my boyfriend exclaimed, rather surprised, 'You like driving this car, don't you?' He explained that my driving style wasn't quite the grandma-flavored stuff that I usually employ while piloting my Civic. I had to giggle, because I really hadn't noticed that I was driving differently. It just naturally came out when I got behind the wheel. He was right. I did like driving it."

Bryn's only complaint was the operation of the seat-height adjuster. There is a crank knob on the side of the driver seat that is supposed to alter seat height to the driver's taste, but it is inadequate, in Bryn's opinion. "It seems to just tilt the seat bottom, which didn't help me. I had to resort to reclining the seat back slightly to avoid brushing my head on the headliner, and I'm only 5-feet 7-inches tall."

Our final driver this month was Senior Editor Brent Romans. He has had plenty of seat time in our Celica, and this was his third month-long stint in the car. The first time, he was disappointed. The second time, his opinion improved. And this month, Brent says he liked the car even more.

"In November, I was driving our long-term PT Cruiser," he commented. "The first day I got into the Celica, it was like getting the holiday Victoria's Secret catalog in the mail after a month of phone bills and incontinence advertisements. Hooray!"

Brent said that in times past, he was annoyed at the finicky clutch and shifter. This time, he accepted them for what they are and found the car easy enough to drive. He did note, however, that the clutch and shifter have to "be a concern from Toyota's standpoint." He added that, "People who test-drive the Celica GT-S at a dealership for the first time will likely be put off. It's only after you've owned the car for a while and become familiar with it that it's entertaining."

On a rare weekend when Brent had some extra time, he took the Celica out to play on some of his favorite driving roads. "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."

This is certainly a major factor for the 2002 Toyota Celica's earning a recent Editors Most Wanted award for best sport coupe under $30,000.

As December came to a close, we noticed that the right front tire was losing air. One of the Celica's drivers remembered hitting a large pothole and thought the wheel might be bent. We took it to a local tire shop for inspection. The shop said that the wheel wasn't bent, but it did find a nail in that tire, as well as two in a rear tire. The shop speculated that the nail was already there, and that the impact loosened the nail, causing the leak.

The tires were patched up, and we were on our way. A few days later, however, we noticed a shimmy in the steering wheel at freeway speeds. We returned the Celica to the tire shop for another inspection. This time, we were told that the wheel was bent. The shop says it must have happened after the initial inspection, but we're not so sure. Regardless, the bent wheel is now at the back of the car and we need a new wheel. Toyota wants $376; we can get a used one for around $200. Check back next month to find out which wheel we chose, as well as how the 30,000-mile service went.

Current Odometer: 29,012
Best Fuel Economy: 29.0 mpg
Worst Fuel Economy: 21.4 mpg
Average Fuel Economy (over the life of the vehicle): 26.9 mpg
Body Repair Costs: None
Maintenance Costs: $64 (includes two patched tires and wheel balance/inspection)
Problems: None

This month, the Celica's keys found their way into the hands of Staff Photographer Scott Jacobs. Repeating his monthly pattern of business taking him away from the office, Scott's seat time in the Celica can be counted in minutes, not hours. The Celica was a lonely car this month as other editors were out during the holidays and weren't around to play with it. All in all, it was an idle month for the Celica, and we were unable to have the bent-wheel issue addressed.

"The Celica is a yin-yang proposition to me," Scott wrote in the logbook. "It's a never-ending trade-off between bad and good. I really like most of the driving aspects of this car, but its just plain ugly looks and the touchy clutch bring its lofty performance attributes back down to earth. It's fun to drive on the open roads, but in the city, the Celica is a pain."

These comments about the clutch and shifter echo much of the past updates on the Celica. Shall we count the ways that annoy us so?

"I had a hell of a time finding reverse, and really found it nearly impossible to shift between any gears without giving myself a minor case of whiplash. Luckily, I only went into the wrong gear once — but I had no confidence that wouldn't happen again."
—Jeannine Fallon, December 2001

"...the four-to-five shift required a fully developed set of muscles to force it through the gate and home. A few times, downshifting from sixth to fifth, I caught third instead, was thrown forward and found myself eating the dashboard. Why couldn't the Toyota gearbox have the silky feel of a BMW or the precision of a Honda?"
—Phil Reed, October 2001

"Everything about this powertrain feels like it was dipped in molasses before installation in the car. The clutch is heavy and operates like an on/off switch. The transmission's gates are sticky and too close together. It's very hard to shift this car smoothly."
—Chris Wardlaw, March 2001

OK, OK, so we're beating a dead horse here. But in constant harmony with the yin-yang theme, these annoying attributes can be turned into beneficial attributes. The on/off switch of a clutch is useful when making quick shifts. The same is also true of the tight shift gates. The Celica is meant for abandoned straightaways and curvy mountain roads, not the criss-cross of city streets.

In contrast to other editors' complaints, Scott did not hear a peep from the usual squeaks and rattles associated with the Celica, but he did note some other interesting points about the Celica this month. "I love the way the Celica feels when accelerating onto a freeway from the on-ramp. The engine is screeching loudly as is approaches the VVTL-i 6,000-rpm activation point. Once it hits it, you can feel the car surge with that extra hit of power. It doesn't last long, unfortunately. You can get two or three of those lovely surges if the on-ramp is long enough. It's almost worth it to get off the freeway so you can go through that great experience again."

Looking to the dash, Scott noticed an odd combination of digital and analog. "The tachometer and the speedometer are both analog, but all of the other gauges are digital. I find it to be a rather odd mix," commented Scott. "I don't mind it when there is a digital display in the center that gives the time or other secondary information, but having a mix is a bad design idea to me. It gives the dash a very jumbled, tacky appearance. Go with all digital like the Honda Insight or S2000, or go all analog like almost every other car."

Though Scott's time was limited in the Celica, it wasn't a very positive one. The Celica is built to be driven by those who like a street car feel in a factory car. Though Scott can appreciate the racing aspects, he desires more than what the Celica can offer.

Current Odometer: 30,018
Best Fuel Economy: 29.8 mpg
Worst Fuel Economy: 21.8 mpg
Running Average (over life of vehicle): 26.9 mpg
Body Repair Costs: None
Maintenance Costs: None
Problems: None

"The more I drive this car, the more I like it," commented this month's assignee, Road Test Editor John DiPietro. "I'm tired of hearing everyone gripe about the gearshift and clutch in this car. I happen to like a shifter that feels a bit meaty when you flick it through the gates, as opposed to something that seems too fragile for aggressive changes. And yes, the clutch does have all the progressive action of a light switch, but it's easy to enact smooth engagements once you've gotten used to it.

"I'm still not enamored with the styling...so much for it growing on me," John continued. "And I've discovered that although the racing-style pedals may look cool, they can get slippery as the rubber wears down to the level of the metal plate. Specifically, the clutch pedal can be slick, especially when the bottom of your shoe is wet."

Other than that, the Celica seems to be holding up well at 30,000 miles. In fact, 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.

Rather than babble on about how he likes the rush of power when the GT-S' engine spins past 6,200 rpm or how he enjoys the sports car-like handling, John had some comments for a less glamorous, but equally important (if not more so) aspect of the car's dynamics — its braking ability. "These stoppers are phenomenal!" John exclaimed after the Celica's strong brakes helped to prevent an accident by their swift, unflustered action. Choosing not to describe Los Angeles drivers in terms unfit for this medium, John stated that the Celica's quick braking and handling enabled him to avoid hitting a bonehead who pulled slowly into his lane without warning (or looking, apparently). "That was a good example of active safety, the kind that helps you avoid an accident in the first place." This is as opposed to passive safety, the kind that helps protect one in the event of an accident, where features such as crumple zones and airbags come into play.

"I'm going to miss this car when the lease is up in April" was perhaps John's last long-term update comment for the spunky Celica.

Current Odometer: 30,400
Best Fuel Economy: 29.4 mpg
Worst Fuel Economy: 20.4 mpg
Average Fuel Economy (over the life of the vehicle): 26.8 mpg
Body Repair Costs: None
Maintenance Costs: $245 (30,000-mile maintenance service)
Problems: None

One of our editors found a new therapist this month: the long-term Toyota Celica. Perhaps this is a lot to ask of anyone, let alone an inanimate assemblage of metal, plastic and various nonrenewable fluids. However, after a couple of weeks of driving SUVs, Road Test Editor Erin Riches felt grateful to the vehicle that thrust her out, once again, upon the stretch of pavement between the suburbs and the office.

"Even when you're only making safe, measured cuts on the freeway, it's readily apparent just how sturdy and lively this car's chassis is," she wrote in the logbook. "Take a neighborhood corner with moderate gusto, and the firmly tuned suspension will ensure that a flat body composure is maintained all the way around.

"The steering is quick, accurate and communicative," she continued, "and the Celica really impresses as it's maneuvering in and out of suburban shopping centers. Single people looking for a car in this price range should try one of these (new or used) before hopping into a Camry — they might be roused by the realization that they do indeed like to drive and that it is possible to enjoy their everyday travels."

But rather than simply allowing Erin to drive back and forth sufficiently comfortable and entertained — but still distanced from the machine doing all the work — the Celica seemed to feed off her, pleading to be driven more deliberately. And so the two spent an afternoon in the coastal canyons — our editor pushing it into tight turns and sweeping curves and the Celica responding with a prodigious amount of grip.

This was one of the few occasions that Erin allowed herself to explore the upper reaches of the engine's powerband — recall that the VVTL-i-aided 1.8-liter four makes into its peak torque (130 lb-ft) at 6,800 rpm and peak horsepower (180) at 7,600 rpm. While it's not really practical to work the engine into a frenzy while making your way through a heavily traveled area, the Celica has always felt fast enough (to Erin) when driven well below these thresholds. At least it did until recently. Mostly alone on two-lane highways, our road test editor was taken aback by the rush of forward momentum around 7,000 rpm. "At this point, the noise inside the cabin was deafening," she wrote, "but I didn't much care as I was flying around the sweeping turns. I don't think I've ever felt so confident to push a car on a challenging road. Of course, now I wish that it were easier to dip into these power reserves on an everyday basis."

Although the Celica asks to be driven hard, Toyota engineers saw to it that generous doses of throttle and lots of revving wouldn't result in mediocre fuel economy. This month, we consistently got 29 to 30 miles to the gallon, and among all of our current fleet cars, the Celica's lifetime average (26.9 mpg) is second only to our Hyundai Elantra's (we just parted ways with our Honda Insight hybrid).

Since her rather lengthy commute takes up several hours of each week, Erin generally has plenty of time to evaluate the cabin accommodations of the long-term cars assigned to her. Take a seat inside the Celica, and it's immediately obvious that the driving experience is the priority. All of the controls inside the cabin are simple to operate, but some of the materials have an economy look and feel — the hard plastic dash, the clickety climate control dials and the overly slick optional leather upholstery, for example. What's more, in Southern California, the leather seating surfaces are hot even in March, and Erin would have preferred the standard velour. Better yet, Toyota could offer mesh upholstery (like the stuff in the Sentra SE-R) that would wick away the sweat from the back side of the enthusiastic driver.

Alongside these complaints, Erin logged positive comments about the stereo head unit design. "I love the oversized bi-directional seek button, and the tuning knob is the perfect size for my fingers and even has an indentation for the fingertip. I also like that you can adjust the various output levels by tapping this knob, which brings up a level adjustment mode on the display. I prefer this setup to those that employ tiny knobs that you have to twist and pull out."

By month's end, Erin felt quite attached to the Celica, having always looked forward to their twice-daily sessions, and was actually a bit miffed when next month's driver asked if he could move his things into her car.

Current Odometer: 31,464
Best Fuel Economy: 30.1 mpg
Worst Fuel Economy: 29.3 mpg
Average Fuel Economy (over the life of the vehicle): 26.9 mpg
Body Repair Costs: None
Maintenance Costs: None
Problems: None

They say the third time's a charm, and that old adage applied to Road Test Coordinator Neil Chirico's assignment to drive our Toyota Celica GT-S for the third time during its tenure at Edmunds.com. During Neil's previous assignments, he found much to like about the Celica, but he also discovered traits that weren't exactly thrilling.

But unlike in previous stints, Neil found that some of the car's less endearing traits were not a problem this time around. The previously balky shifter didn't give him any problems; maybe he was just getting used to the narrow gates that require a firm, but precise hand. Or maybe the shift linkage has just relaxed some over the last 30,000 miles. In any event, he found it second nature to change the gears of the six-speed tranny this time.

Neil also found himself getting used to, and exploiting, the GT-S' variable cam timing. As anyone on the staff can attest, our Celica is no stranger to high-rpm use, as we enjoy that second burst of power that kicks in around the 6,500-rpm mark when conditions allow. Once Neil had adjusted his driving style to the high-revving motor, he didn't notice the lack of power down low that he commented on previously. He surmised that after a new owner had lived with this car for a few months, he wouldn't even notice the lack of low-end grunt.

One thing any owner will notice, though, is the exceptional fuel mileage the GT-S delivers. Averaging nearly 30 miles to the gallon makes our Celica nearly as easy on the gas card as an economy car. We say "almost" because the GT-S does require premium fuel.

Neil also noted that if you are over 6 feet tall and must have a sunroof in your car, be forewarned that you might find your noggin hitting the ceiling in this low-slung Toyota. Reclining the seatback usually takes care of this, provided one doesn't mind a more laid-back driving position.

Another issue that Neil has brought up in the past is the difference in illumination between the center stack's green lighting and the instrument cluster's orange-lit gauges. Looking at a brand-new Celica GT-S recently, he noted that Toyota hasn't changed this oddity even though we imagine the company has had some negative feedback about it by now.

These quibbles aside, there's much to like about the Celica, from the excellent fuel mileage to the Velcro-like handling. Mr. Chirico enthused that the overwhelming sensation each time you get in the Celica has to be the lightness of being. Apart from the gearshift, this car just feels light — from the way it easily changes direction to the minimal efforts required to de-clutch, brake and steer when dissecting a curvy road.

As we get ready to retire the Celica from the Edmunds.com long-term fleet, the consensus is that the GT-S is simply a blast to drive. And Neil couldn't agree more: "It's hard not to smile when I talk about driving the GT-S; I've enjoyed it on each of my stints, but the third time was definitely the charm!"

Now, we're ready to hear from you: Are you driving the hell out of a 2000-2002 Celica? E-mail your comments to editor@edmunds.com and we'll put them in our Wrap-Up. Be sure to include your full name, and city and state of residence.

Current Odometer: 33,441
Best Fuel Economy: 33.1 mpg
Worst Fuel Economy: 30.5 mpg
Average Fuel Economy (over the life of the vehicle): 27.1 mpg
Body Repair Costs: None
Maintenance Costs: None
Problems: None

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.