The GT-S system goes a step further than the base 140-hp GT. It employs a two-stage lift and duration profile for intake and exhaust cams. Each pair of valves has one cam lobe for low-rpm operation and one high-lift, long-duration lobe for high-rpm. The result is, as I said before, adequate torque in the sub-4000 rpm rev range with serious propulsion happening at over 6,000, giving it a swift kick in the hind.

Fortunately, unlike many maximum velocity front-wheel drive cars, the Celica GTS only develops a hint of torque steer, and only when under maximum throttle. 100-hp per liter is impressive by any standard, and a sub-7 second 0-60 (96.6 km/h) is fantastic for a small displacement engine in a car this roomy. The GT-S boasts the best power-to-weight ratio in its class, only bested by Ford's 5-liter Mustang. What's more, it's amazingly fuel-efficient.

The 6-speed transmission is not the only one offered in the Celica GT-S. If an automatic is more to your liking, the Toyota engineers haven't been asleep at the wheel. They have designed an interactive automatic transmission called E-shift, with buttons on either side of the steering wheel similar to those found in many high-end sport/luxury cars. You can either choose the 'M' position for spirited driving, or just leave it in 'D' for leisurely Sunday drives or commuting.

Toyota has endowed the Celica GT-S with a capable chassis that effectively glues you to the road when that tempting horsepower gets the best of your right foot. 'Toss-able' is the most definitive word. It's one of the easiest cars to drive quickly in traffic, turning the panic of a sudden lane change into a graceful dance. With close to 0.9 g's of lateral acceleration and a slalom speed nearing 70 mph (112.7 km/h), the GT-S is a racecar for the street.