History of Toyota. Part 27E (1963-1970): Development of Sports Cars

Following the First Japan Grand Prix held in May 1963, motorsports such as auto racing and rallies increased in popularity, and people began to ask for full-fledged high-performance cars. In response, Toyota developed the Toyota 2000GT (MF10) to showcase the technologies it had accumulated over the years by making the best car possible.

Toyota's aim was to create a practical, high-performance car that would ensure a comfortable ride during ordinary driving in cities and on highways, but that could be used for racing with the replacement of only a few parts. For the engine, Toyota used the 3M engine with DOHC, developed by improving the M engine being developed for the Crown. Since only a small number of 2000GTs would be produced-each of which would require careful finishing touches-and they could not be produced on a mass-production line. Therefore, Toyota outsourced the prototyping and production to Yamaha Motor Co., Ltd., which was doing well in motorcycle racing at that time.

Toyota 1600GT Model RT55 (1967)

Prototype No. 1, completed in August 1965, created a sensation when it was exhibited at the 12th Tokyo Motor Show that autumn. Subsequently, the 2000GT entered several races where it demonstrated its high performance. Then, in October 1966, Toyota boldly held the grueling Toyota 2000GT Speed Trials in an attempt to establish high-speed, endurance records.

This high-speed, endurance trials were carried out according to the strict rules of the Federation Internationale de l'Automobile and the Japan Automobile Federation at the High-Speed Proving Ground in Yatabe-machi, Tsukuba-gun, Ibaraki Prefecture (now Tsukuba City, Ibaraki Prefecture). Even under the bad weather conditions brought on by a tropical storm, the 2000GT was driven continuously for 78 hours, covering a total distance of 16,000 kilometers at an average speed of 206.1 kilometers per hour, and established three world records and 13 international records. This memorable event proved Toyota's advanced technologies to the world.

As the popularity of motorsports increased, the demand for compact sports cars also intensified. In response, Toyota announced the Toyota Sports 800 (UP15) in March 1965. For this model, which was inexpensive, easy to use, and extremely lightweight, Toyota used primarily Publica parts and outsourced production to Kanto Auto Work, Ltd. With its simple mechanics, aerodynamic styling, lightweight body using an aluminum alloy (vehicle weight of 580 kilograms), and excellent fuel efficiency of 31 kilometer per liter, the Toyota Sports 800 gained wide popularity under its "Yota Hachi" nickname.

In the Corona RT40 series, Toyota added the Corona 1600S (RT40S) in April 1965, which featured the 4R engine (1,587 cc, OHV, and 90 hp) developed as a high-performance engine. Furthermore, the RT50 and RT51, the first hardtop cars in Japan, debuted with their more sporty style in June of the same year. Then in August 1967, Toyota launched the Toyota 1600GT (RT55), which was based on the Toyopet Corona Hardtop 1600S (RT51) and featured the 9R engine (1,587 cc, DOHC, and 110 hp).

With consideration given to the possibility of entering auto racing, the Toyota 1600GT was developed as a mass-production vehicle by Engineering Division No. 7, which was responsible for racing cars. The acceleration performance was improved and the top speed was increased by modifying the chassis to match the performance of the 9R engine. At the same time, as mass-production vehicles, Toyota also made available the RT55-M model with an optional 5-speed transmission along with the 4-speed transmission version in which the final reduction ratio could be selected from three types.

The Sprinter, Mark II, and Others

Corolla Sprinter(KE15, 1968)

As economy cars, including the Corolla, became widespread, many customers began asking for a sportier feel in this class of cars. In response, Toyota announced the Corolla Sprinter (KE15) in April 1968, adding a luxurious and sporty feel to the Corolla base.

For the new Sprinter, Toyota adopted a flowing body style with a height reduction that reduced air resistance to improve high-speed driving performance. Additionally, the cabin space was large enough to comfortably seat five occupants and the model had fully enhanced features. At the same time, the Sprinter ensured economy by using many conventional Corolla parts. With the addition of the Sprinter, the Corolla series became an extensive product line possessing a total of 30 variations for the Japanese market.

In May 1970, Toyota completely redesigned the Corolla and the Sprinter. With the new models (KE20 and KE25), Toyota enhanced comfort and safety, with the aim of creating "great compact cars that are easy to drive and liked by everyone". To respond to diversifying market demand, Toyota added a coupe to the Corolla series. Then in August 1971, in response to the increasing trend in the economy car market toward luxury and individualistic expression, Toyota added a 4-door sedan to the Sprinter and made it independent of the Corolla series.

In September 1968, Toyota announced the Corona Mark II (RT60 and RT70), a luxury model based on the best-selling Corona but one size larger and possessing features targeted at international markets. Anticipating expanded demand for the Mark II, Toyota offered 20 and 28 models for the Japanese and overseas markets, respectively, based on different combinations of body shape, engine, and transmission. This was the first time for Toyota to start up so many models at one time on a large-scale mass production basis.

In addition to using the 2R (1,500 cc) and 7R (1,600 cc) engines, which had been used in the Corona, the 8R (1,900 cc) engine was also used in the Mark II. For the body, the Corona's arrow-line styling was retained. Furthermore, because interest in safety was heightening globally during the development of the Mark II, Toyota incorporated many new safety features, such as an energy-absorbing steering column and a dual-system brake.

Toyota Century Model VG20-D (1967)

During this period, Toyota made several redesigns. First, in September 1967, Toyota redesigned the Crown. To improve the comfort level inside the new Crown models (MS50 and RS50 series), Toyota made the cabin roomier by adopting a perimeter frame chassis. The body style featured a flowing side view that was received well by a wide range of customers. Ahead of this redesign, Toyota had proceeded to offer a wide selection of models, by for example installing the 2.0-liter, six-cylinder M engine in the Deluxe and newly developed sports versions of the Crown, in addition to the existing 3R engine.

Then in November 1967, the Toyota Century was launched. The Crown Eight launched in 1963 was an extension of the Crown in terms of style and could not be considered a new large-sized car. Thus, Toyota developed the Century as a Japanese-made, highest-grade luxury passenger car that could rival luxury imports. Its engine was the newly developed 3V (2,980 cc, V8 aluminum block, and aluminum cylinder head). The body style was designed to present a sense of stateliness. A radiator grille that sported a gold-colored emblem designed based on the phoenixes adorning the roof of the Byodo-in Temple in Uji City, Kyoto was chosen, giving the Century functions and an appearance worthy of representing Japan.

Meanwhile, the Publica was redesigned in April 1966 and again in March 1969. With the new Publica models (KP30 and UP30), Toyota enhanced safety while maintaining affordability, and also improved high-speed driving performance by complementing the existing air-cooled 800-cc engine model with a new model fitted with the 2K water-cooled 1,000-cc engine.

Corona Model RT80 (1970)

In February 1970, Toyota completely redesigned the Corona. With the new Corona (RT80), Toyota achieved the safety and high-speed, long-distance drivability required of a family car for the new era while retaining the reliability and comfort of the RT40. In August of the same year, in response to a diversifying customer base, Toyota resurrected the hardtop, which had been discontinued in 1968, thus offering as wide a selection as with the Mark II.

Celica and Carina

As motorization progressed in Japan, people began to want cars that suited their age, income, and taste, etc. and consequently it became necessary to offer an even greater variety of models. For its part, Toyota determined that strengthening its compact car offerings was crucial. The decision was therefore made to develop the Carina (TA10) and the Celica (TA20) simultaneously and sell them in parallel, and Toyota commenced the development work in early 1967.

With the Carina, Toyota aimed to develop a high-performance sporty sedan to function as a new family car in response to the era of high-speed driving. For the Celica, on the other hand, Toyota turned its focus to the specialty cars whose demand had been rapidly expanding in the United States, and planned the Celica as a Japanese-version specialty car. The key design requirements were refined styling and high performance, with a price tag that would be affordable to younger drivers.

The 2T-G engine

Both the Celica and Carina were completely new designs, except for a few items such as the rear axle. The new 1,400-cc, four-cylinder, water-cooled engine (T) filled the gap between the K engine (1,100 cc) and the 2R engine (1,500 cc), and a 1,600-cc engine (2T) was also added during the development of the T engine. Both engines were highly reliable engines that boasted high-speed performance despite their small sizes, and, at the same time were designed with an emphasis on practical daily use. To achieve excellent high-speed driving performance, Toyota developed a new, low-cost five-speed transmission and used it in a wide range of models.1

The distinct advantage attained in the mass-production of the Carina and Celica was that, despite having two distinctively different styles, they could be produced on the same line because they shared major parts such as the engine, transmission, and chassis. While the body styles were completely different, the underbody was the same. The engine and the transmission were also identical. Additionally, many of the same parts used in the four-speed transmission were also used in the five-speed transmission to lower its cost.

Furthermore, many parts, such as the engine, transmission, and front suspension, were also shared with the Corolla 1400, which was a completely different model. Additionally, the key parts comprising the body, such as the door panels and front pillars, were shared with the Corona.

The Celica full-choice system (1970)

On October 30, 1970, the Celica and Carina debuted at the 17th Tokyo Motor Show. The Celica possessed an innovative style reminiscent of the EX-1, which became popular at the 16th Tokyo Motor Show, while the Carina boasted a sporty style characterized by vertical taillights. The Celica's style became a sensation among users who were not satisfied with a simple hardtop.

Sales of the Celica and Carina commenced on December 1 of the same year at Corolla and Toyota dealers, respectively.

In marketing the Celica, Toyota further expanded the existing wide selection by adopting the Full Choice System, in order to cope with diversifying demand and offer cars that reflected its customers' individuality. The Full Choice System addressed the increasing trend toward individuality by allowing customers to freely combine parts and features to create exactly the car they wanted. There were 27 possible combinations among the engine, exterior, and interior alone. Combining them with the transmission, paint color, and various other optional parts resulted in several million variations.

To handle the orders received through the Full Choice System, Toyota adopted the Daily Order System for the Celica. Each day, dealers throughout Japan telexed the orders they received that day to Toyota. Based on the orders collected, Toyota created a daily assembly sequence plan, taking into consideration order priority and production leveling, and sent it to the body plant. The body plant then issued production instructions to the various processes based on the Assembly Line Control System.

With the conventional 10-day Order System (in which orders were processed every 10 days), it took at least 16 days before a vehicle could be delivered. In contrast, with the Daily Order System, the time was reduced to 10 or 11 days on the average and to as little as eight days in some cases. Use of this Daily Order System, which was a step ahead of what competitors were doing, greatly helped streamline Toyota's sales operations and enhance its competitiveness in sales.3

Source: Toyota Motor Corporation 

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