1978 Celica XX: The First Supra

This 1980 Mark I Supra was captured at ToyotaFest 2013. The wheels aren't original. We think the car belongs to Ben Hsu of JapaneseNostalgicCar.com (click image to view more pictures of this vehicle or one that closely resembles it).

What follows is a brief history of the Mark I Supra, written by acclaimed automotive historian Aaron Severson of AteUpWithMotor.com. Don’t miss the complete series on the Second Generation Supra, Third Generation Supra, and Fourth Generation Supra. Enjoy!

As its name suggests, the Celica XX/Supra shared a strong connection with the second-generation Toyota Celica. The original Celica, launched in 1970, was Japan's response to models like the Ford Capri or the original Ford Mustang: a compact, budget-friendly sporty coupe with mechanical components borrowed from other Toyota models, enhanced by a diverse options list and performance ranging from mild to spirited depending on the engine. The second-generation Celica, released in August 1977, followed the same formula but was slightly more refined, a bit larger, and featured restyled sheet metal, designed by Toyota's Southern California CALTY Design Research center.

This second-generation Celica and Mark I Supra are surprisingly alike, once you look beneath the surface. Photo taken at ToyotaFest 2013. Click here to view more photos from ToyotaFest.

The first-generation Celica had engines offering up to 145 hp JIS (most of which weren't available in the U.S.), all of which were four-cylinder units. The logical progression seemed clear: Toyota needed a six-cylinder option, something competitors like the Capri had offered for years. At the time, Toyota lacked a V-6 that could fit where their inline-four engines typically resided. Consequently, the Celica's body had to be extended ahead of the firewall to accommodate the corporate M-series engines used in the Toyota Mark II, Chaser, and Crown.

Here's a picture of a 1977 Toyota Celica GT for reference. This photo was also taken at this year’s Toyotafest.

Celica XX

The outcome, introduced in April 1978, was the Celica XX, which utilized a modified version of the Celica Liftback body with a wheelbase stretched from 98.4 inches (2,500 mm) to 103.5 inches (2,630 mm), along with a new front end that brought total length to 181.1 inches (4,600 mm). The XX came equipped with 14-inch wheels, four-wheel disc brakes, upgraded trim, and additional standard features, yet remained mechanically similar to the four-cylinder model, sharing the same suspension setup (MacPherson struts upfront, a live axle on coil springs in the rear, located by trailing arms) and even the same 16.1-gallon (61-liter) fuel tank.

Beneath the extended hood sat one of two SOHC six-cylinder engines. The less expensive 2000 XX models featured the tax-efficient 1,988 cc (121 cu. in.) M-EU, rated at 125 hp JIS, while the pricier 2600 XX utilized the 2,563 cc (156 cu. in.) 4M-E with 140 hp JIS. Both engines employed Bosch-Denso L-Jetronic fuel injection and could be paired with either a five-speed manual gearbox or a four-speed Toyoglide automatic with overdrive.

A 1980 Toyota Supra brochure scan. Photo Credit: aldenjewell

The U.S.-market Celica Supra, launched in 1979, offered only the 2,563 cc engine, initially rated at 110 SAE net hp. (It’s important to note that JIS ratings of that era were gross figures—measured without engine accessories—so the difference in power between the Japanese and American engines wasn’t as significant as it might seem.) For the 1981 model year, this was replaced by the 2,759 cc (168 cu. in.) 5M-E engine from the latest Crown and Cressida sedans, boosting output to a robust 116 hp SAE.

Comfortable and Refined

If you sought a truly sporty Celica, the XX wasn’t the ideal choice. For roughly the same price as a 2000 XX, Japanese buyers could opt for the lighter Celica 2000 GT featuring a fuel-injected 1,968 cc (120 cu. in.) DOHC four (manufactured by Yamaha, in which Toyota held a stake) delivering 135 hp JIS. Of course, U.S. customers didn’t have that option; all federalized four-cylinder Celicas used a slightly detuned, carbureted 2,189 cc (134 cu. in.) four producing 95 hp SAE (90 hp in California). However, the Supra’s extra weight meant the six-cylinder model wasn’t significantly quicker than the four-cylinder Celica.

Where the six-cylinder models excelled was in smoothness, refinement, and low-end torque, allowing more relaxed cruising, especially with the automatic transmission. Toyota marketed the XX as “plush, lush,” and the suspension reflected this philosophy, featuring soft springs and dampers that prioritized comfort over handling. The 2000 XX had slower steering than regular four-cylinder Celicas, likely due to the extra front-end weight; the optional power steering (standard on the 2600 XX) was quicker but somewhat unresponsive. It wasn’t a car for street racers, though a stiffer suspension and an optional sport package were introduced for the 1981 model year.

A 1981 Toyota Supra, via Wikimedia

Automotive publications like Car and Driver and Road & Track dismissed the Celica Supra as a soft luxury car akin to Chevrolet’s Monte Carlo, but in Japan, the Celica XX carved out an intriguing niche. Its closest rivals were the Mazda Cosmo and the Nissan Skyline GT hardtop. However, the Cosmo was smaller than the XX and required one of the optional rotary engines to match the Toyota’s performance, while the Skyline didn’t offer an engine larger than 1,998 cc (122 cu. in.) and was a two-door version of a sedan, not a sporty coupe. The Fairlady Z, which would later become the Supra’s main rival, was substantially more expensive in 2.8-liter form, while Mazda’s Savanna RX-7 was smaller and more austere.

Divided Loyalties

Sales of the first Celica XX/Supra never matched those of the cheaper, frugal four-cylinder Celica, but the six-cylinder car’s commonality with its popular cousin likely made the XX relatively inexpensive to develop and produce. As a result, its sales were sufficient to warrant a follow-up when the Celica lineup was revamped in 1981.

This time around, Toyota played it safe by replacing the Celica XX with not just one but two new models. The first was the Soarer, which shared the extended Celica platform but boasted distinct styling and more features. The second, debuting five months later, was the second-generation Celica XX/Supra, which shared the Soarer’s engine and running gear but featured a firmer suspension and far more aggressive styling.

A Toyota Soarer, spotted at Toyotafest 2013.

From then on, the Soarer continued the original XX’s role as a luxury cruiser, freeing the XX/Supra to evolve into a full-fledged sports GT and paving the way for the racier Supras to come.

Following the first generation, the Supra shifted more toward being a sports car and less of a “cruiser.” Photo from ToyotaFest 2013.

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