Double-X Take Two: The 1982–85 Celica XX

Although the 1978–81 Toyota Celica XX/Supra sold over 100,000 units, with nearly half of them in the U.S., it’s easy to think that the next generation—built from 1981 to 1985—was actually the first Supra. It wasn’t, but this model was the first to be exported beyond Japan and the U.S., and also the first to be marketed as a performance car rather than just a luxurious coupe.

Slammed Mk 2 Supra and a Mk 2 Celica taken at ToyotaFest 2013

What follows is a short history of the 1982–1985 Celica/XX Supra, written by award-winning automotive historian Aaron Severson of AteUpWithMotor.com. Enjoy!

Another Celica Spinoff

Like its predecessor, the Mk 2 Celica XX/Supra was based on the sporty four-cylinder Celica, which underwent a major redesign in mid-1981. Unlike the previous generation, which was designed in California, the new model was styled in Japan, featuring a more angular, futuristic wedge shape. While some American critics found the design too busy, it definitely looked more aggressive and signaled a shift toward a sportier image.

Photo was taken at ToyotaFest 2013

The XX was essentially a stretched version of the Celica Liftback, with a 4.5-inch (115mm) longer wheelbase and a longer front section to fit an inline six-cylinder engine. It also featured a different grille and headlight setup. The suspension included MacPherson struts up front, but had four-wheel vented disc brakes and independent rear suspension with semi-trailing arms and coil springs. This rear suspension had been introduced earlier on higher trim levels in Japan and was shared with other models like the Soarer, another Celica-based vehicle launched in early 1981.

In Japan, the Celica XX initially came with two engine options: the SOHC 1,988 cc (121 cu. in.) 1G-EU with 125 hp JIS, and the 2,759 cc (168 cu. in.) 5M-GEU, a DOHC version of Toyota's familiar 5M six, producing 170 hp JIS. Starting in 1982, two additional engines were available: the turbocharged M-TEU with 145 hp JIS (only with automatic transmission), and the 24-valve DOHC 1G-GEU with 160 hp JIS (only with manual). These options made the XX more versatile and appealing to different markets.

Export models typically received only the 2.8-liter engine, except for Australia, where the older SOHC 5M with 140 hp was used. In the U.S., the 5M-GEU with 145 hp SAE was standard, offering better performance than the previous Supra and making it capable of 0–60 mph in around 9 seconds and a top speed exceeding 120 mph. European models got the 168 hp version, which improved acceleration and raised the top speed past 130 mph.

Bargain GT

While not the fastest car on the road, the Mk 2 Supra was a solid performer for its time. Some turbocharged competitors like the Mitsubishi Starion were quicker, but lacked the Toyota’s mid-range flexibility. V-8 muscle cars such as the Chevrolet Camaro and Ford Mustang (and the Ford Capri 2.8i in Europe) had comparable or greater power but were less refined and sophisticated.

Much-modified late MK2 Supra taken at ToyotaFest 2013

The six-cylinder Celica was well-equipped, with features like automatic air conditioning, cruise control, and power windows in the U.S. and Britain. It also offered unique options such as digital instrumentation, an inflatable driver’s seat lumbar support, and Toyota’s pioneering Navicom navigation system (not available in the U.S.). The XX/Supra was refined for a GT car, with high build quality and a competitive price that undercut rivals like the Starion and Datsun Fairlady Z/280ZX Turbo.

This combination of features and value led to strong sales and earned the Supra Motor Trend’s 1982 Import Car of the Year award. However, there were still areas for improvement. While the car handled well in Japanese or American conditions, British reviewers criticized its soft shock absorbers and the semi-trailing arm suspension’s tendency to oversteer under heavy cornering. The car also felt unstable on slippery roads.

To address these concerns, Toyota partnered with Lotus in 1983, using the English sports car company to refine the European Supra’s suspension. The result, introduced in early 1984, was a slightly stiffer ride and much-improved handling, although British critics still found the steering too numb.

Minor Evolution

Although U.S. models didn’t get the same suspension upgrades, they did receive incremental power increases. By 1983, all U.S. Supras were rated at 150 hp SAE, and by 1984–85, manually shifted models reached 160 hp, putting them on par with their European counterparts. In Japan, the base engine was boosted to 130 hp, the turbo to 160 hp, and the 2800GT to 175 hp JIS by 1985.

Photo was taken at 2013 ToyotaFest

Cosmetically, the model remained largely unchanged during its four-year run, though 1984 and later models received new taillights and body-colored front spoilers, hatches, and bumpers. Some 1985 models also added a rear spoiler and a smaller, less obtrusive rear sunshade, improving aerodynamics without sacrificing style.

A New Direction

The Mk 2 Celica XX/Supra was discontinued in the summer of 1985, though it continued to be sold in some markets until the end of the year. Despite its relatively short production run, the model was a success for Toyota. It sold about 40% more than the original six-cylinder Celica and contributed to the success of the mechanically similar Soarer, which performed well in Japan.

Even though the Celica was set to switch to front-wheel drive in 1985, it was clear that the XX/Supra and Soarer were a winning formula. The next generation, introduced in 1986, would break away from the Celica platform entirely, adopting a dedicated rear-wheel-drive six-cylinder layout. This marked the beginning of the third-generation Supra, which would go on to become the most popular Supra ever produced.

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