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Toyota defines the Celica as an "affordable sports car with a striking design inspired by Indy racecars." After driving one for a week, we came away defining it somewhat differently. But will save that for later. For now, we'll still the the facts, ma'am, just the facts.

The Celica continues in two forms, GT and "high-performance" GT-S, distinguished by relative level of performance and standard content. Both can be equipped with the optional "Action" package. Inspired by the customizing trend sweeping the sport-compact segment and designed at Calty Design Research, Toyota's U.S. styling studio in Newport Beach, Calif., the package adds an aggressive front bumper, rocker panels, rear aero bumper and a large adjustable rear wing. The factory installed, color-matched body kit is affordably priced with a manufacturer's suggested retail price (MSRP) of $1,590 and is covered under the car's standard warranty.

The Celica GT is powered by a 1.8-liter, double overhead-cam four-cylinder engine that produces 140 horsepower at 6,400 rpm and 126 lb.-ft. of peak torque at 4,200 rpm. Variable Valve Timing with intelligence (VVT-i) optimizes torque delivery at all engine speeds. Teamed with the standard five-speed manual transmission, the engine can accelerate the 2,425-pound GT model from 0-60 mph in 8.5 seconds.

The Celica GT-S is the high-rpm hotrod of the duo. It's powered by a completely different 1.8-liter, four-cylinder DOHC engine that generates 180 horsepower (100 horsepower per liter) at 7,600 rpm and 130 lb.-ft. of peak torque at 6,800 rpm. A more sophisticated Variable Valve Timing and Lift with intelligence system (VVTL-i) increases the intake/exhaust valve lift from 6,000 rpm to the redline at 7,800 rpm, providing a turbo-like rush of top-end power. Weighing in at only 2,500 pounds, the GT-S has one of the best power-to-weight ratios in its segment (13.9 lb./hp).

The GT comes standard with a five-speed manual transmission and the GT-S is equipped with a six-speed gearbox. The six-speed manual uses closely spaced ratios for first through fifth gears and a high sixth-gear ratio to maximize engine performance and fuel consumption. Both models are available with an optional four-speed electronic (4ECT) automatic transmission. In the GT-S, this transmission comes with the Sportshift control that allows manual shifting via buttons on the steering wheel. With the gear shift lever moved to the "M" position, the driver upshifts using buttons on the back of the steering wheel spokes and downshifts using buttons on the front. The combination meter indicates when "M" is selected and also shows the chosen gear.

Both Celica automatic transmissions use an Uphill Logic shift control feature to minimize unwanted upshifts and hunting between gears while driving over hills.

Yet the Celica is basically an economy car, as the EPA numbers show. The Celica GT achieves EPA city/highway mileage estimated ratings of 28/33 mpg with the manual transmission and 29/36 with the automatic. The GT-S is rated at 23/32 mpg with the six-speed manual and 23/30 with the automatic.

Celica's cockpit-style interior design complements its racecar-inspired exterior. The low cowl provides a clear view of the road ahead. A pod-style instrument cluster contains the large analog gauges and LCD combination meter. Standard six-way adjustable bucket seats include adjustment for height.

Toyota kept the option lists short. Standard features on the GT include air conditioning, a deluxe 3-in-1 AM/FM/cassette/CD player with six speakers, power mirrors, tilt steering wheel, heavy-duty rear defogger and intermittent windshield wipers. An upgrade package adds power windows and door locks and cruise control, which come standard on the GT-S.

In addition, the GT-S is equipped with a JBL premium audio system with eight speakers, integrated fog lights and a rear window wiper, features that are available as options on the GT. A power sunroof and a rear spoiler are available on both grades.

Half-a-century ago, a wag described the then-new, two-seater Ford Thunderbird as combinding the tepid performance of a family sedan with the discomfort of a sports car. Toyota has achieved much the same thing with the Celica. It isn't very big and it isn't very fast, but it has a great sound system and it LOOKS like a sports car or at least a sports coupe, so what the hey. Buyers who value show over go — and there are a lot of them out there — should find the Celica to be just their kind of machine. R&D