1971: Toyota Celica TA20/TA22
1974: Toyota Celica RA23 GT2000
1978: Toyota Celica RA40 GT2000
1988: Toyota Celica ST165 GT4
1992: Toyota Celica ST185 4WD Turbo
1994: Toyota Celica ST205 GT4
|Group/Class||A/8||Homologation number: A 5521|
|Years active||1994 - 1996||Homologation start: 1/5/1994
Homologation end: 31/12/2001
|Type||3S-GTE, straight 4 cyl, 4 stroke||located front transverse|
|Capacity||1998 cc||WRC: x 1.7 = 3397 cc|
|Bore x Stroke (mm)||86.0 x 86.0|
|Output power - torgue||300 HP / 5600 rpm||51.0 kgm (500 Nm) / 3750 rpm|
|Materials||block: cast iron||cylinderhead: aluminium alloy|
|Cams/valves||2 overhead camshafts (DOHC), belt driven||4 valves/cyl - 16 valves total. 33.5mm inlet valve diameter, 29mm exhaust valve diameter. 25o angle between inlet valve axis and vertical, 25o angle between exhaust valve axis and vertical|
|Aspiration||toyota CT20b ceramic turbocharger with 38mm turbo restrictor fitted and equiped with Toyota Combustion Control System (Anti Lag System), and air/water intercooler. Bosch D-jetronic multipoint electronic fuel injection.
1995+: 34mm turbo restrictor fitted.
|pressure: 1.5 bar|
|Ignition||Mapped electronic. TCCS integral engine management. 1-3-4-2 firing order|
|Lubricating system||wet sump with oil cooler|
|Type||four wheel drive||Toyota E154F 5 speed or X-Trac 6 speed gearbox|
|Gearbox ratios||1st: 3.384/1
|Diffrential ratio||center: 3.860/1 or 4.285/1 (60/14), transfer box and rear: 2.933/1||Helical gears center differential with, one side-1st output to internally located front torsen differential, and other side 2nd output to transfer box. Viscous coupling clutch electronically controls torque spliting between front differential housing and transfer box, using homocentric shafts. Spiral bevel gears transfer box transfers torque to, hypoid spiral bevel gear, torsen rear differential. (see info)|
|Clutch||dry, double disk|
|Type||Steel monocoque ST205 chassis with roll-cage and front and rear steel subframes for front and rear suspension systems. 3 door liftback/coupe steel bodyshell|
|Front suspension||macpherson "super" strut with lower L-wishbone, coil springs, telescopic gas shock absorbers and anti-roll bar|
|Rear suspension||macpherson strut with one trailing link and two lateral links, coil springs, telescopic gas shock absorbers and anti-roll bar|
|Steering system||rack and pinion|
|Brakes||ventilated disks 328-343mm diameter (tarmac), 295mm diameter (gravel), 2 or 4 piston calipers, all around||dual circuit with adjustable ratio split front to rear|
|length: 4.424 m (174.2 in)||width: 1.770 m (67.7 in)||height: 1.300 m (51.2 in)|
|wheelbase: 2.545 m (100.2 in)||front track: 1.510 m (59.4 in)||rear track: 1.490 m (58.7 in)|
|Rims - tires||7.5" x 15" - 16" (gravel)
17" - 18" (tarmac)
|Fuel tank||80 lt|
Turbine Side Specs
The CT20's high nickel content turbine housing inlet's inside diameter (ID) is 36 mm and the outlet ID is 50.1 mm. The ceramic turbine has 10 blades and rides on a 10-mm shaft. Its outlet diameter is 48 mm and its inlet diameter is 59.8 mm. The CT20 has a housing-to-turbine aspect ratio (A/R) of 0.35. The turbine housing outlet on a standard CT20 is 47.8 mm. The exhaust outlet's outside diameter (OD) is 56.3 mm, and use a T4-style inlet flange.
The CT20's compressor housing's inlet ID is 49.8 mm and the outlet ID is 32.4 mm. The ten-bladed (technically "twin five-blade") investment cast aluminum compressor wheel's inlet diameter is 37 mm and its outlet diameter is 62 mm. The compressor housing has an A/R of .36.
The turbo's bronze main bearing has six oiling holes per side and is 8.96 mm wide. The bearing's outside diameter (OD) is 15.9 mm and its inside diameter is 10.05 mm.
The standard CT20 uses a wastegate with a 26 mm ID, but it is capable of utilizing an aftermarket 28 mm wastegate. The stock actuator spring is preset at 10 lbs. To increase boost you'll need to either install a heavier-duty spring or utilize some sort of boost control. The rear CT20A turbo does not utilize a wastegate; rather, it uses an internal exhaust bypass valve to help ease the transition from the primary turbo.
The stock CT20 turbo is factory set for 10 psi of boost, but it is capable of producing more when used with electronic or manual boost control. The CT20 will produce as much as 18 psi, but you run the risk of turbo overspeeding if you push it that hard. The CT20 is good for about 14.7 psi of boost for approximately a 37 percent power increase over stock. If you want any more than that you should purchase a larger turbocharger.
Results in WRC
|Total WRC results|
(6.533 per race)
(2.529 per entry)
Works team: Toyota Castrol Team
Information and articles
Article from 4T 283, 4/1994
Article from 4T 311, 8/1996