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

Although the 1978–1981 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, produced from 1981 to 1985, was actually the first Supra. It wasn’t, but this model marked a turning point—it was the first Supra to be exported beyond Japan and the U.S., and it was also the first to be marketed as a performance car rather than just a stylish coupe. 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 received a major redesign in mid-1981. This time, the design was done in Japan instead of California, resulting in a more angular, futuristic wedge shape. While some American critics found the look too busy, it definitely gave the car a more aggressive appearance, signaling a shift toward a sportier identity. Structurally, the XX was a stretched version of the Celica Liftback, with a 4.5-inch (115mm) longer wheelbase and a longer front end to accommodate an inline six-cylinder engine. It featured a unique grille and headlight design. 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—technology that had been introduced on higher-end Japanese-market XX models in late 1980.

The Japanese-market Celica XX initially offered two engines: 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 new DOHC version of Toyota’s familiar 5M six, with 170 hp JIS. In 1982, two additional options were added: the turbocharged M-TEU with 145 hp JIS (only available with automatic transmission), and the normally aspirated 24-valve DOHC 1G-GEU with 160 hp JIS (co-developed with Yamaha and only available with manual). These upgrades reflected Toyota’s growing focus on performance.

Export markets primarily received the 2.8-liter engine, though Australian buyers had to make do with the older SOHC 5M, which only produced 140 hp. U.S. cars came with the twin-cam 5M-GEU, rated at 145 hp SAE. While not the fastest, it was significantly better than the previous Supra’s 116 hp and allowed for a 0-60 mph time around 9 seconds and a top speed over 120 mph. European models got the more powerful 168 hp version, which improved acceleration and top speed to over 130 mph.

Bargain GT

While the new Supra wasn’t the fastest car on the road, it was a solid performer for its time. Cars like the Mitsubishi Starion were quicker, but lacked the Supra’s midrange flexibility. Meanwhile, V-8 pony cars like the Chevrolet Camaro and Ford Mustang, or the Ford Capri 2.8i in Europe, had comparable or greater power but were far less refined. The six-cylinder Celica was well-equipped, with features like automatic air conditioning, cruise control, and power windows in the U.S. and UK. It even offered cutting-edge options like digital instrumentation and an inflatable driver’s seat lumbar support. Toyota’s Navicom navigation system, though not available in the U.S., was another highlight. Overall, the Supra was refined, built to a high standard, and priced competitively against rivals like the Starion and Datsun Fairlady Z/280ZX Turbo.

This combination helped the Supra sell well and earn Motor Trend’s 1982 Import Car of the Year award. However, there were still areas for improvement. British reviewers found the suspension too soft for high-speed driving and criticized the semi-trailing arm setup for being nervous at the limit and prone to sudden oversteer. The car also felt unstable on slippery roads.

In response, Toyota partnered with Lotus in 1983 to refine the European Supra’s suspension. By early 1984, the results were noticeable—slightly stiffer ride and much-improved handling. British critics still found the steering a bit numb, but the overall driving experience was significantly better.

Minor Evolution

Although U.S.-market cars didn’t get the full Lotus-tuned suspension, they did see gradual power increases. All U.S. Supras were upgraded to 150 hp SAE for 1983, and manually shifted models reached 160 hp by 1984–1985, making them nearly as fast as their European counterparts. Japanese models also saw power improvements, with the base engine reaching 130 hp, the Turbo hitting 160 hp, and the 2800GT offering 175 hp JIS by 1985. There were few cosmetic changes during the model’s four-year run, though 1984 and later models received new taillights and body-colored front spoilers, hatchbacks, and bumpers. Some 1985 models added a rear spoiler and a smaller, less obtrusive rear sunshade, improving aerodynamics without sacrificing style.

A New Direction

Production of the Mk 2 Celica XX/Supra ended in the summer of 1985, though it remained on sale in some markets through the end of the year. This generation was a commercial success for Toyota, selling about 40% more than the original six-cylinder Celica. It also benefited from strong sales of the mechanically similar Soarer in Japan.

Though the Celica was set to switch to front-wheel drive in 1985, Toyota recognized the potential of the XX/Supra and Soarer. The next generation, introduced in 1986, would finally break away from the Celica platform and receive its own dedicated rear-wheel-drive layout. This paved the way for the third-generation Supra, which would go on to become the most popular of all time.

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