Toyota Celica A20/A40, Frequently Asked Questions

What is the difference between the A20 and A40 Celica?

The A20 (first generation, 1970—1977) and A40 (second generation, 1977—1981) are successive generations of the Celica. The A20 is the smaller, lighter, more raw car with a clear Mustang-inspired design. The A40 is larger, heavier, more refined, and has a more angular, European-influenced look.

Both share the same basic mechanical layout: front-engine, rear-wheel-drive, with MacPherson strut front suspension and a live rear axle. Both offered the same engine range in most markets (18R single-cam and 18R-G twin-cam for Australia). The A40 has a slightly more refined interior, better NVH, and improved safety features.

For driving purists, the A20 is the more engaging car — lighter and more immediate. For comfort and refinement, the A40 is the better choice. Both are excellent.

What do RA23, RA28, and RA40 mean?

These are Toyota’s chassis codes for the Australian-market Celica:

• RA23: First-generation coupe with the 18R engine (R = R-series engine, A = 20 series body)
• RA28: First-generation liftback with the 18R engine
• RA40: Second-generation coupe/liftback with the 18R engine

The “R” prefix indicates the R-series engine family. The “A” indicates the Celica platform generation (A20, A40). Twin-cam 18R-G models have the same chassis codes but different sub-designations.

Is the twin-cam 18R-G worth the extra money?

Yes, if you want the full Celica driving experience. The 18R-G transforms the car. The single-cam 18R is adequate — reliable, smooth, and economical — but it does not excite. The 18R-G revs freely to 7,000+ rpm, has a distinctly different character above 4,000 rpm, and makes a sound that the single-cam cannot match.

The trade-offs: the 18R-G is more complex (twin carburettors need synchronisation), parts for the twin-cam head are scarce, and the car costs $5,000—10,000 more than an equivalent single-cam model. If budget is tight or you plan to use the car as a relaxed cruiser, the single-cam 18R is perfectly fine. If you want to experience what made the Celica special, the twin-cam is essential.

How reliable is the Celica compared to European sports cars?

Significantly more reliable. Toyota’s build quality in the 1970s was a step above most European manufacturers, and the Celica benefits from simpler, more robust engineering. The 18R engine in particular is legendarily tough — properly maintained examples have been known to exceed 400,000 km without a rebuild.

Compared to a BMW 2002, Alfa Romeo GTV, or Triumph TR6 of the same era, the Celica starts more reliably, leaks less oil, has fewer electrical problems, and requires less frequent maintenance. The trade-off is that the European cars often have a more characterful driving experience — but the Celica’s reliability is a significant advantage for anyone who wants to actually drive their classic car regularly.

Does the Celica rust?

Yes, but less aggressively than British or European cars of the same era. Toyota’s steel quality and corrosion protection were above average in the early 1970s. An Australian-delivered Celica that has been garaged and maintained may have surprisingly solid metalwork at 50+ years old.

The vulnerable areas are the same as most cars of the era: floor pans, sills, inner guards, lower quarter panels, and door bottoms. The lower rear quarters behind the rear wheels are the most commonly affected area on the Celica.

The biggest challenge with Celica rust is parts availability. Unlike an MGB, where you can buy every body panel from a catalogue, Celica body panels are scarce. Finding a solid body is far more important than finding a good engine.

Can I daily drive a Celica?

More easily than most classic cars. The Celica has several advantages as a daily driver: Toyota reliability, a reasonably comfortable cabin, adequate luggage space (especially the liftback), and straightforward servicing. The 18R engine starts reliably, runs smoothly, and returns reasonable fuel economy.

The caveats are standard classic-car limitations: no air conditioning (unless retrofitted), no power steering, basic brakes by modern standards, and safety equipment limited to seatbelts. The car is small and light by modern standards, which makes it vulnerable in traffic.

Many Australian Celica owners use them as weekend cars and fair-weather commuters. This is the practical approach — you get to enjoy the car’s qualities without relying on it for essential transport.

What fuel does it use?

91 RON unleaded is fine for the single-cam 18R. The twin-cam 18R-G benefits from 95 RON due to its higher compression ratio. Neither engine requires 98 RON unless modified.

Avoid E10 (ethanol-blended) fuel if possible — the ethanol can attack old rubber fuel lines, carburettor seals, and fuel pump diaphragms. If you must use E10, ensure all fuel system rubber components have been replaced with ethanol-resistant alternatives.

Fuel economy: 9—12 L/100 km mixed driving for the 18R, 10—13 L/100 km for the 18R-G.

What oil should I use?

20W-50 mineral oil for all variants. The R-series engines were designed for mineral oil and the clearances suit it. Synthetic oil is unnecessary and can cause leaks through old gaskets.

Oil capacity: approximately 4.0 litres with filter for the 18R/18R-G. Change every 5,000—7,500 km or every 6 months.

Are parts available?

It depends on the part:

Engine mechanical parts (18R single-cam): Good availability. The 18R was used in the Celica, Corona, HiAce, and other Toyota models. Pistons, bearings, gaskets, and timing components are available through Toyota specialists.

Engine parts (18R-G twin-cam): More difficult. The twin-cam head, specific carburettors, intake manifold, and head gaskets are scarce. The enthusiast community and specialist wreckers are the primary sources. Budget more and expect longer wait times.

Suspension and brakes: Adequate. Many suspension components are shared with other Toyota models. Brake parts are available.

Body panels: Poor. This is the critical shortage. Reproduction panels are limited, and original panels from wreckers are extremely scarce. Finding a Celica with solid body panels is far more important than finding one with a good engine.

Electrical: Adequate. Alternators, starters, and ignition components are available.

Coupe or liftback?

The coupe is lighter (approximately 30—50 kg), stiffer, and has cleaner styling. It is the purist’s choice and typically commands slightly higher prices.

The liftback is more practical — the rear hatch opens to a usable cargo area that makes the car genuinely useful for weekend touring. The liftback has its own distinctive character and a cult following.

If you plan to use the car for touring and need the luggage capacity, buy the liftback. If you want the purest driving experience and the most visually balanced proportions, buy the coupe.

How does the Celica compare to a Datsun 240Z?

Different cars, different experiences. The 240Z is a proper two-seat sports car with a silky inline-six engine and more focused sporting credentials. The Celica is a 2+2 coupe with a four-cylinder engine and a broader brief — it is sportier than a sedan but more practical than a pure sports car.

The 240Z is faster in a straight line, has a more exotic engine note, and is the more prestigious car in the classic car world. The Celica is more practical, more reliable (arguably), and more affordable. The 240Z has better parts availability for both mechanical and body components.

If you want a classic Japanese sports car that turns heads and has serious collector appeal, the 240Z is the choice. If you want a classic Japanese coupe that you can use regularly and maintain on a budget, the Celica is the smarter pick.

Can I increase the power?

Yes. The R-series engines respond well to tuning:

Single-cam 18R:

• Carburettor upgrade: A Weber DCOE or twin SU conversion adds 10—15 hp and improves throttle response.
• Exhaust: A tubular manifold and free-flowing exhaust add 5—10 hp.
• Head work: Porting, polishing, and a mild performance cam can add 15—20 hp.
• Bore increase: The 18R can be bored to 2.0L (equivalent to 18R-G displacement).

Twin-cam 18R-G:

• Twin Weber DCOE conversion: Replacing the Mikuni-Solex carburettors with twin 45 DCOE Webers is the classic performance upgrade. Adds 15—25 hp with proper jetting.
• Performance camshafts: Aftermarket cams with more lift and duration add 10—20 hp at the top end.
• Exhaust: Tubular manifold and free-flowing system add 5—10 hp.
• Engine rebuild to fast-road spec: Overbored, balanced, with performance cams and Webers, the 18R-G can produce 140—160 hp — enough to make the Celica genuinely fast.

Is the Celica a good investment?

The early Celica has appreciated steadily over the past decade, particularly the first-generation coupe and liftback with twin-cam engines. The A20 generation has roughly doubled in value since 2015.

The long-term outlook is positive. The Celica is a historically significant car (Toyota’s first sports coupe), with growing international collector interest, limited surviving examples (especially clean ones), and a strong community of enthusiasts.

The A40 has appreciated less dramatically but is starting from a lower base. Clean A40s with twin-cam engines represent good value in 2026 and may follow the A20’s appreciation trajectory.

What is the Celica community like?

Active and supportive. The Toyota Celica Club of Australia and various state-level Toyota clubs hold regular events, track days, and social gatherings. Online forums and Facebook groups maintain active communities where owners share knowledge, source parts, and help each other with technical issues.

The Celica community overlaps significantly with the broader vintage Toyota community, which includes 2000GT, Supra, AE86, and Crown enthusiasts. This broader network expands the pool of knowledge and parts sources.

International connections — particularly with Japanese and American Celica communities — are invaluable for sourcing rare parts and technical information.

What should I check first when buying?

In order of importance:

1. Body condition. Check the floors (lift the carpet), sills (push firmly), inner guards (look from underneath), and lower quarters. A solid body is the most important and most irreplaceable asset.
2. Engine type. Confirm whether it is the original engine. Many Celicas have been engine-swapped. An original twin-cam car is worth significantly more.
3. Engine condition. Oil pressure, compression, leaks, timing chain noise.
4. Gearbox. Smooth shifts in all gears, no grinding on downshifts.
5. Rust. Beyond the initial body check, look at the boot floor, windscreen surround, and underneath.
6. Service history. Any documented maintenance history adds significant confidence and value.

First-gen or second-gen?

First-gen (A20) if: You want the rawer, more connected driving experience. You prefer the iconic 1970s styling. You want the more collectible, more appreciating car. You don’t mind a less refined interior and ride.

Second-gen (A40) if: You want more comfort and refinement. You want the better value (A40s are typically 20—40% cheaper than equivalent A20s). You prefer the angular 1980s aesthetic. You want a car that is slightly more practical for daily use.

Both are excellent choices. The A20 is the enthusiast’s pick; the A40 is the practical pick. Either way, you get Toyota reliability, a willing chassis, and a car that puts a smile on your face every time you turn the key.