The Toyota Curren Was the Celica’s Lost JDM Cousin With Four-Wheel Steering and a TV

Introduced in January 1994, the Curren emerged as a modest alternative to the Celica, devoid of any overtly sporty connotations. Its moniker, “Curren,” derived from the word “current,” sought to embody style and sophistication, as outlined in a sales brochure on Auto Catalog Archive. While its name phonetically resonates closer to “Karen,” this facet holds no significance—just a humorous observation on my part.

In terms of design, the Curren amalgamates elements from the Celica, Honda Prelude, and S14 Nissan Silvia, underpinned by the same platform as the U.S.-spec Celica notchback and liftback models. Accordingly, the Celica convertible shares resemblances with the Curren, particularly evident in their taillight design. Moving to the front profile, it leans more towards the contemporary Camry aesthetics, diverging from the distinctive look of the bug-eyed ST205 variant ingrained in our memories.

The Curren appears to have been positioned as a direct competitor to the Prelude, offering a subdued, front-wheel-drive coupe experience with moderate styling and adequate performance, though not aiming for the highest speeds in its class. Nonetheless, a common attraction between them was the inclusion of four-wheel steering and a sophisticated suspension setup to entice potential buyers.

The benefits of 4WS—enhanced agility and stability—are widely known. However, the Curren’s optional “Super Strut Suspension” functionality is somewhat less transparent. As explained by a forum member on NewCelica.org, this feature transformed MacPherson struts to emulate the behavior of double wishbones, providing a unique suspension experience.The illustrations appear to employ techniques akin to the dual-axis suspension found in the FK8 Honda Civic Type R. This configuration was also utilized in the Celica GT-Four, as well as in some lesser sixth-gen Celicas sold outside of North America. (There were rumors of an active-suspension variant, but there is no concrete evidence supporting its existence.)

Nonetheless, the Curren did not receive the GT-Four’s 2.0-liter 3S-GTE turbo-four engine; instead, it maxed out with the naturally aspirated 2.0-liter 3S-GE—without the variable BEAMS variant. Nevertheless, it managed a commendable output of 178 horsepower as per Gazoo, which it channeled through a five-speed manual transmission equipped with a viscous LSD on Super Strut versions.

There was also a limited TRD Sports edition in 1995 comprising 300 units that incorporated various TRD components, ranging from aerodynamic enhancements to interior modifications, which might be depicted in the above images. Although no online images are accessible, it is possible that we are observing a GT-Four homage. However, it is confirmed that TOM’S Racing wheels, shifters, and decals were offered as dealer add-ons, together with peculiarities like faux wood paneling and a four-inch single-DIN TV embedded in the central console unit. (The TV would deactivate while the vehicle was in motion.)

So, why has the Curren faded into obscurity? Apart from not being positioned as a high-performance vehicle, it seems that its sales were lackluster. Toyota had anticipated monthly sales of 2,000 Currens, but production came to a halt in September 1998 with only approximately 41,000 units manufactured—around a third less than the projected figure. This is a similar production volume to the S15 Nissan Silvia, making it relatively uncommon, although it is not nearly as expensive. An initial search reveals multiple listings priced well below $10,000.

In my perspective, the Toyota Curren serves as an ideal basis for a Celica GT-Four replica, regardless of whether the four-wheel steering feature is retained. I personally find the Curren’s front fascia more appealing than that of the Celica, but I am not intending to spark a debate. My wish is for one of you to import one so that I can admire it at a Cars & Coffee event.

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