Power Pages: 2000 Toyota Celica GT-S

The revamped 2000 Celica GT-S puts the fun and excitement back into driving. During the past decade, the Celica's previous generations somehow lost the old car's original sporty mystique. The Celica went through what some call the "Bubble Era," with rounded body styling cues and circular headlight treatments. The seventh generation Celica is an exact contradiction of yesteryear's car, and we have to say we love it. The angular body design and fighter jet cockpit brings the sports car roots back to life. Best yet, this awesome styling is combined with a race-bred suspension and a 180-hp high output engine. What more can you ask for? Of course, like any normal performance enthusiast you can always ask for more power, right? Well, you need not worry, because we've got exactly what you're looking for.

The Engine
Toyota has always been known for engineering some amazing powerplants, and the Celica GT-S engine is no exception. The new 2ZZ-GE engine (co-developed with Yamaha) platform displaces 1.8 liters and produces 180 flywheel hp in bone stock trim. The extreme power output is made possible by the very high 11.5:1 compression ratio and Toyota's VVTL-i (Variable Valve Timing and Lift with Intelligence control) system. Similar to Honda's VTEC, Toyota's VVTL-i system increases intake and exhaust valve lift to fully optimize power output at higher engine speeds (6,000 rpm and up). However, unlike Honda's VTEC, the 2ZZ-GE engine is also capable of constant adjustable valve timing. The addition of variable valve timing made it possible to control intake valve timing for optimum performance according to the engine's operating range. VVT is best described as a high-tech adjustable cam sprocket. Unlike conventional adjustable cam sprockets, which have to be set prior to starting the engine, the VVT is an on-the-fly proposition. The VVT system uses engine speed, intake air volume, throttle position and water temperature to calculate optimal cam timing. The ECU can advance or retard the intake cam depending on light, medium or heavy loads, optimizing output throughout the engine's entire powerband.

Performance Components
Although the Celica been on the market for a couple of years now, finding performance products for the 2ZZ-GE engine is not as easy as one would think. Fortunately, Veilside offers a titanium exhaust system for the new Celica. The Veilside system is only a muffler-back unit due to the Celica's complex exhaust system. The midpipe that connects the header to the muffler section incorporates an inline catalytic converter; removing that section would also require deleting the cat, which is a big no no in many states. The Veilside teardrop canister system is constructed from trick lightweight titanium. Due to its titanium construction, the header only tips the scale at 8 lb compared to the stock system, which weighs in at 27.5 lb.

The second item we chose to install was a cold-air intake from Injen. Constructed from mandrel-bent, 3-in. aluminum piping fitted with a high-flow cone filter, the system is extremely lightweight even when compared to the stock ABS system. The pipe comes in several different anodized colors, but we chose to stay with the polished aluminum look. Last of the bolt-on treatments to be installed on the Celica was the most difficult to install, and for good reason. Blitz North America offers a new bolt-on supercharger for the Celica GT-S. The system isn't going to be cheap; we didn't have an exact dollar figure at press time, so there isn't any price listed in our parts box on the next page--don't say we didn't warn you. We'll let you know when we learn more. What we do know for now, however, is that the system comes complete with a large front-mount intercooler, complete engine management parameters, a new intake manifold and oil pan, and all the necessary hardware for a complete installation. The Blitz system is one of the most complete forced induction systems on the market. The clutch-activated blower produces about 5-6 psi of boost pressure, enough to definitely provide a kick in the pants any time you may happen to need it.

Dyno Testing
Dyno testing is the most vital part of the Power Pages section and allows us to make sure the parts we use are making the power they're supposed to. The dyno gives us a clear picture of what any given power adder is capable of, unobscured by the marketing gimmicks some manufacturers try to use to sell their products.

Of course, before any part was installed we first had to establish baseline figures for the Celica. In stock trim the Toyota pounded the rollers to the tune of 161.0 hp and 119.6 lb-ft of torque to the wheels. These were extremely good numbers for a car that claims to makes 180 hp at the flywheel.

Installation of the Veilside exhaust was a very straightforward procedure. The system can be easily bolted in by anyone with average automotive knowledge. We do recommend allowing the car a cool-down period before the install, or your results might include some inadvertent toasted flesh. The only tool required is a 12mm box wrench or a ratchet with a 12mm socket. Once the two 12mm bolts are removed, lube up the rubber mounts with some WD-40 to make removal of the factory pipes easier. The Veilside system fits perfectly and produces an awesome exhaust note similar to an F1 race car. Once the system was installed the car went back on the dyno. This time the Toyota registered 165.3 hp and 122.6 lb-ft of torque, an improvement of 4.3 hp and 3.0 lb-ft. We were surprised with the power gains, considering the exhaust is only a muffler-back system and not a full cat-back. Next on the chopping block was the Injen cold-air intake. Installing the Injen system requires complete removal of the stock air box. The system also requires the trimming of some of the plastic shielding around the engine in order for the intake to draw cooler induction charges from the Celica's fender well, but it's not as bad as it sounds. Tools used to install the Injen system were a 1/4-in. ratchet with a long extension and 10mm socket and Phillips screwdriver. When the car went back on the dyno, the power gains were once again realized. This time horsepower numbers jumped to 169.2, an increase jump of 3.9 hp. Last in the batters cage was the Blitz supercharger system. Unlike the first two, this install is definitely not for the novice wrencher. We recommend leaving this project to the professionals. Although the install is pretty straightforward, it requires advanced mechanical skills and the proper tools to install correctly. Since the system comes with its own intake, it dictated removal of the Injen cold-air system. Even so, numbers thrown down by the Blitz blower system more than made up for it. Even at the low recommended boost settings our Celica's power skyrocketed. We measured peak numbers of 197.1 hp and 151.6 lb-ft of torque on the Dynojet.

Conclusion
There is no other Celica on the street that can keep up with this car's blazing speed once the pedal is to the metal. There's an old saying that power corrupts. If that saying is true, then this blown Celica is one naughty, naughty car.