Agile handling and grippy cornering are the big Celica bonuses, augmented by sharp, responsive steering. The penalty is engines that must rev madly to achieve top performance. That requires a heavy throttle foot with automatic, or a lot of manual shifting--a pleasant task with the short-throw gearbox. Even so, only the 6-speed GT-S comes close to being lively when pushing on the gas pedal. A GT coupe with automatic is sluggish on long upgrades, if adequate otherwise. A manual-shift GT-S averaged 24.2 mpg, but demands premium fuel. High rpm translates to plenty of noise except in gentle cruising, and the sounds aren't that pleasing. Wind rush is noticeable, and tire roar occurs on many pavements. As in most sporty cars, the ride is firm and rather "busy" on most surfaces. Braking is excellent if the Celica is equipped with ABS. Race car-type styling and shrinking of some exterior dimensions means the Celica's cabin is short on space. Even moderately tall occupants have limited head and leg room--enough to cramp some drivers. As expected, the back seat isn't really fit for people, and entry/exit is the crouch-and-crawl process typical in sporty coupes. Drivers sit low, race car-style, and enjoy a good forward view as well as simple, handy controls and fine shifter/wheel/pedal spacing. Over-the-shoulder visibility is cluttered, due to the roofline, and the spoiler partly blocks traffic views at the rear. Gauges are legible, but the tachometer is not in the driver's direct line of sight, and warning lights are scattered. Interior stowage and cargo space are marginal.

Value for the Money
Though capable and fun to drive, the Celica is noisy and lacks the low-end torque for decent acceleration with an automatic transmission. An Acura Integra offers similar high-rpm responses from a smoother 4-cylinder engine. Mitsubishi's Eclipse has a V6 option. Adventurous styling and Toyota's reputation for reliability help Celica appeal to the younger crowd, but prices are high.