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| 1968 Toyota 7 (415S) (Japanese GP, 1968): In 1967, Toyota collaborated again with Yamaha under Jiro Kanano, head of Toyota Motorsports. He had been lead engineer on the joint Toyota/Yamaha project, the 2000 GT. Once again, Yamaha developed and constructed the aluminum monocoque cars with bodywork similar to Group 7 Can Am cars named the 415S, or Toyota 7. The car was powered by an aluminum block DOHV 3.0L V8 engine (61E), which produced 300 hp. The new car was eligible for the new 1968 FIA Group 6 regulations. Four cars made their debut at the 1968 Japan GP at Fuji Speedway. Model by EBBRO 1/43 |
1968 Toyota 7 (415S) (Japanese GP, 1968): The 61E engine proved to be down on power compared to its main rivals from Nissan and Lola, which were using small block Chevy V8 engines. The cars were also heavier due to a discovery during testing that additional structural support was needed. This made the cars handicapped even further. Toyota factory test driver Hiroshi Fushida drove this car at Fuji. He qualified 9th and was in 6th place when a tire puncture dropped him back several laps, eventually finishing 9th. Even though a 415S had run as high as second, Toyota immediately began design of a new Group 6 car, the 474S. Model by EBBRO 1/43 |
1968 Toyota 7 (415S) (Japanese GP, 1968): Hiroshi Fushida came to the USA and raced in both the Trans Am as well as Can Am series after leaving Toyota in 1969. Following injuries suffered in a Trans Am race in 1971, he returned to Japan. Fushida, along with fellow countryman Tetsu Ikuzawa, made history when they became the first Japanese drivers to compete at Le Mans in 1973, driving the Sigma MC73. He raced at Le Mans three times. He latched on to small F1 team Maki in 1975 but failed to qualify for either of the two races he was entered to drive. He worked for Dome until 1986 and then joined TOMS GB to oversee their British F3 program. After Audi (RTN) purchased that team, he served as operations director of RTN, and oversaw the Bentley Speed 8's winning effort in the 2003 24 Hours of Le Mans. He now is in a advisor capacity for Dome. Model by EBBRO 1/43 |
1968 Toyota 7 (415S) and 1969 Toyota 7 (474S): Toyota 7 Series I and Series II cars. The Series I car reminds me a great deal of the Chaparral 2C. Model by MMP & DELPRADO 1/43 |
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| 1968 Toyota 2000 GT (SCCA CP 1968): The 2000 GT was built between 1967 and 1970 as a collaboration between Toyota and Yamaha, in limited numbers (350) and it showed that the Japanese could produce a sports car to rival those of Europe. It was the first Japanese supercar. To promote the brand in America, Toyota shipped three cars to Shelby American (including the very first production 2000 GT) to develop and campaign in SCCA C Production in 1968. Toyota had a big budget to spend with the intent on raising brand name awareness in America. Using a Yamaha built engine, Shelby increased the capacity from a 2.0L straight-6, with DOHC to 2.3L, producing 200 HP. Shelby stripped out everything that they could and revised the suspension. The car proved competitive from the beginning and Scooter Patrick drove this car to a 3rd place finish in the SCCA CP Championship. Model by MMP 1/43 |
1968 Toyota 2000 GT (SCCA CP 1968): Shelby aced out Pete Brock's BRE to develop and campaign the 2000 GT in SCCA racing in 1969. Shelby had connections to a lucrative Goodyear tire sponsorship which swung the deal his way. The 2000 GT had development issues, primarily with engines and the SCCA requirement to run Mikuni rather than Weber carbs put the car down on power by about 10 HP. Still, it was a good match to the Porsche 911 and the cars main rival in sales. The 2000 GT cost $6800 new, about the same as a 911 and Jaguar E-Type. Still, with Toyota a relative unknown, only 61 sold in the USA. For a first year of competition, the 2000 GT did very well, with this car driven by Dave Jordan finishing 4th in the SCCA CP Championship behind its sister car and two 911's. Still, Toyota expected better and withdrew its support for the 1969 season. Model by DELPRADO 1/43 |
1968 Toyota 2000 GT: The Shelby Toyota 2000 GT Team Model by MMP & DELPRADO 1/43 |
1969 Toyota 7 Series II (474S) (Japanese GP, 1969): Developed in conjunction with Yamaha, the car was designed for use in the Japanese Grand Prix. To lighten the car, Yamaha constructed a new space frame chassis and the car was powered by Toyotas new Cosworth DFV based 5.0L V8 engine capable of 530hp. It was one of five cars Toyota entered in the race. This car driven by Minoru Kawai qualified 5th and Kawai led the first few laps of the race. He eventually finished 3rd, the best finish by the Toyotas, with teammates Elford/Takahashi finishing right behind in 4th. Kawai would win the 1969 Fuji 200 Mile Can Am race in this car, the best result for a 474S.S Model by EBBRO 1/43 |
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| 1970 Toyota Celica GT: The first generation of Celica was introduced in 1970 and with various facelifts, continued until 1977. The GT did not reach N. America until 1974, but at the Celica's introduction, it was the top trim level and featured a 5-speed overdrive transmission coupled to its 1.6L four-cylinder engine. A rare feature at the time in any car that wasn't a very expensive exotic, let alone an economy GT. Model by NOREV 1/43 |
1970 Toyota Celica GT: The GT was introduced to the N. American market in 1974 and featured a 2.0L SOHC four-cylinder 105 BHP 18R engine. With its five-speed overdrive transmission, the Celica was a great-looking and responsive GT. While it was a stylish four-seater GT, it was at its best as an occasional hauler of four adults and was at its best with one or two in its tight cockpit. The Liftback (a Toyota coined word) was introduced in 1974 as well and made an attractive alternative to the notchback coupe. Model by NOREV 1/43 |
1974 Toyota Celica (Acropolis Rally, 1978): Entered into the 1978 Acropolis Rally, a rally held on very dusty, rough and rocky mountain roads around Athens during the Greek hot summer period, Toyota sponsored this Greek entry driven by Evangelos Gallo and co-driver Andreas Arkentis. Due to the nature of the rally, with a mix of rough, twisty mountain stages and coupled with blistering heat and choking dust, the Acropolis Rally is one of the toughest on the world rally circuit. This car finished 8th overall and 1st in class. Model by SOLIDO 1/43 |
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| 1973 Toyota Starlet (KP47) (Fugi 200Km, 1973 - WINNER): Smaller brother of the Corolla, Toyota began producing the Starlet in both 1.0L and 1.2L coupe versions in 1973 and first generation Starlets (KP47) were produced until 1978 and were popular race cars in Japan due to their low cost and performance. In late 1973, TMSC-R, which was Toyota's racing development department, entered two cars in the final round of the 1.3L touring car series at Fuji. Model by REVE COLLECTION (SPARK) 1/43 |
1973 Toyota Starlet (KP47) (Fugi 200 Km, 1973 - WINNER): They beat the dominant Nissan Sunny's at Fugi in 1973, but direct factory involvement ended due to the oil crisis. One of two entries at Fuji, this car was driven by Toyota factory driver Hiroyuki Kukidome to first place in the Fuji Victory 200km; its sister car came in second. Kukidome set the pole for the race in the 1.2L fuel-injected, DOHC, twenty-four valve car. Starlet development would be left to Tachi Oiwa Motor Sport (TOM'S) in 1974, as would all other Toyota racing development going forward. Model by REVE COLLECTION (SPARK) 1/43 |
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| 1973 Toyota Corolla 1600 (TE27) Press-on-Regardless Rally, 1973 - WINNER: In 1973, Walter Boyce and Doug Woods won the Press-on-Regardless Rallye (POR) held in on the upper Michigan peninsulas, covering 80 special stages over three days and covering 1,700 miles in late October and early November. The stages were run on gravel and sand tracks through Michigan State Forests. It was the first round of the FIA World Rally Championship (WRC) held outside Europe and was organized by the SCCA which had a growing rally division. It was also the first WRC victory for Toyota. The car was powered by a 1.6L SOHC 2T-B engine. Model by TROFEU 1/43 |
1973 Toyota Corolla 1600 (TE27) Press-on-Regardless Rally, 1973 - WINNER: A lack of title sponsorship and low prize money kept the teams in Europe at home and of the 58 starters, teams were composed mostly of Canadian and American drivers and navigators, with few Europeans among them. Some say this takes some of the luster off the win and accomplishment of Boyce driving a Toyota Corolla 1600 with Woods navigating, but one has to keep in mind that only 23 teams finished. Boyce and Woods were also the best rally team Canada had to offer and were worthy of being on an international stage. Model by TROFEU 1/43 |
1973 Toyota Corolla 1600 (TE27) Press-on-Regardless Rally, 1973 - WINNER: Both Boyce and Woods have been inducted into the Canadian Motorsports Hall of Fame. Between them, they have a long list of accomplishments. Boyce was the top North American FIA seeded drive, as well as being seeded in Europe among the best. He won five consecutive Canadian Rally Championships (CRC) and of 21 Canadian National and FIA events entered, he won 10. Woods was also very accomplished, being the only co-driver to win five CRC Championships and co-drove for Boyce in Europe as well as their victorious runs on the FIA International Canadian Winter Rally and POR. Model by TROFEU 1/43 |
1973 Toyota Corolla 1600 (TE27) Press-on-Regardless Rally, 1973 - WINNER: The pair started their rally careers together in a Datsun 510. Their CRC win in 1970 brought the attention of Toyota Canada, who provided the pair this car in 1972. They finished 6th on the POR in 1972, as well as the CRC win. The win on the CRC and POR in 1973 led Toyota in Japan to open up their parts bin of special bits being used by Team Toyota Europe. Boyce, Woods and their mechanic Robin Tyler went on to build a fast reliable rally car with all factory team bits and won their fifth consecutive CRC title. The body shell being pretty tired, it was retired in 1975. The car had run on 13 CRC and FIA rallies, won eleven of them and finished second twice. Model by TROFEU 1/43 |
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| 1974 Toyota Corolla Levin 1600 (TE27) Rallye de Portugal - 1974 : Swedish rally star Ove Andersson established Toyota Team Europe from his own motorsports company and managed and drove Toyotas in World Rally Championship Competition for many years. That team, now based in Germany still exists as Toyota Gazoo Racing. Toyota entered the Corolla Levin with its 1.6L DOHC engine against the might of Fiat Abarth, Alpine and Ford who dominated rallying at the time. Andersson and co-driver Arne Hertz finished 4th on the Rallye de Portugal and its 32 stages over 1,278 miles (2,057 km), behind the three works Fiat Abarth 124s in this car. Not a bad result! Model by TROFEU 1/43 |
1974 Toyota Corolla Levin 1600 (TE27) Rallye de Portugal - 1975 : Ove Andersson and Arne Hertz were back again in 1975 with the Corolla that now had a 16-valve head on the 2T-G engine. Called the 151E, it now produced 200 hp through its 5-speed transmission. Andersson had tried to persuade Toyota to install the 2.0L Celica engine in the Corolla to no avail. He felt the bigger engine lighter Corolla would allow them to compete effectively against larger engined competition. Toyota Team Europe campaigned both Corollas and Celicas in 1975, using the heavier Celica where its greater torque was an advantage. Still, Andersson and Hertz finished 3rd on the 1975 Rallye de Portugal in this car. Model by TROFEU 1/43 |
1974 Toyota Corolla Levin 1600 (TE27) 1000 Lakes Rally, 1975 - WINNER: Finnish rally ace Hannu Mikkola with fellow Finn Ahso Aho co-driving, brought home Toyota Team Europes first rally victory on the 1000 Lakes Rally (Rally Finland). TTE tapped the Finnish pair to drive their home rally on the fast, smooth gravel surfaces with many jumps. Clearly, they had an advantage in knowing the course and it was 2nd of five victories on the 1000 Lakes for Mikkola, who would go on to win the World Rally Championship in 1983. In many of his 18 rally wins, his co-driver was Arne Hertz who had a long successful career helping win Championships for Alpine, and Ford with Ove Andersson and Mikkola respectively. Model by TROFEU 1/43 |
1974 Toyota Corolla Levin 1600 (TE27) Toyota Team Europe 1974-1975: Models by TROFEU 1/43 |
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| 1973 Toyota Levin J (Corolla SR5 - TE27): In 1973, Toyota introduced the SR5 in the USA as top of the line of the Corolla range. SR5 stood for "sport racer 5-speed" and the cars produced in 1973-74 were all out boy racers. With bolt-on fender flares and stiffer suspension, they were the grandfather of today's high-performance Japanese cars. US versions received the 1.6L OHV four, which produced 105 bhp. Model by EBBRO 1/43 |
1974 Toyota Levin J (Corolla SR5 - TE27): Model by AUTO GANU 1/20 |
1973 Levin J TE27 (Corolla SR5 - TE27): The home and world market name for what was known as Corolla SR5 in the USA, was Levin J. Home market cars had the 1.6L twin-cam and dual side-draft carbs and were good for over 120 mph. In this age of renewed interest in older Japanese sedans, theese cars are now selling for several times over their original price. I cut my teeth in racing with a '74 SR5 and wish I had a 1/1 scale one still today - great fun! Model by EBBRO 1/43 |
1973 Levin J (Corolla SR5 - TE27): Someone asked me recently, "of all the cars you have owned, which has been your favorite?" I have to say My Toyota Corolla SR5. I have had cars that were faster, handled better and looked better. Its an emotional attachment words cant do justice to. Lots of great times and memories wrapped up in that car, plus it was fun to drive! Model by HPI IG 1/43 |
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| 1973 Corolla (TE27) (24 Heures de Francorchamps, 1977): The 24 Heures de Francochamps (Spa 24 Hours) held in mid-summer, was the only endurance race dedicated solely to touring cars. In 1977, regulations limited entries to touring cars which met FIA Group 1 specifications in several classes based on engine displacement size. The race was populated with cars from Vauxhall, Alfa Romeo, BMW, Ford, Audi, Opel and VW, with the winner being a BMW 530i. In the 1.6L class, which was the smallest displacement class, this Toyota Corolla ran against Alfa Romeo 1600 GTV's, Audi 80's, VW Golf and Scirocco's, and Toyota Celicas. Driven by Belgians Boudoin Vanderrest, O. Karland and Goffin, entered by Duckhams Team Celi, the car exited the race early due to a collision. It's only other known race. Model by TROFEU 1/43 |
1973 Corolla (TE27) (24 Heures de Francorchamps, 1977): Toyota was primarily involved in rallying and their involvement with circuit racing has been a hit or miss affair through the decades, with the pinnacle being their Le Mans wins. In the early to mid-70's, Toyota had some success with both the Corolla and Celica in rallying. They pretty much ceded circuit racing to Nissan/Datsun at that time, leaving any racing to privateers on both sides of the Atlantic. So, models of Toyota race cars, especially Corollas from that era are rare. Why they raced this three or four year-old car at Spa is a question. We know that one of its drivers (Vanderrest) raced a Toyota Celica GT as part of a three team effort at Spa again in 1978; so there is likely a deeper Toyota connection there somewhere. Model by TROFEU 1/43 |
1974 Toyota Corolla SR5 (TE27): This is a picture of my trusty SR5 from back in the day. I bought the car new in early 1974 and used it through the next few years in rallies and even some track racing. I learned competitive driving in this car, which was pretty forgiving and only bit me a couple times when I out drove its capabilities. New, mine cost just over $3,000 USD or approximately $16K in today's money; still great value! Truly a sentimental favorite and often wish I had it back. Model by TOYOTA 1/1 |
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| 1974 Toyota Corolla Levin J (TE27) (RAC Rally, 1974): Toyota Team Europe (TTE) faced increased competition in 1974 from Lancia and Ford, while they introduced their new Celica to a full season of rallying. While the Celica would be Toyota's rallying mainstay well into the 1990's, the Corolla had proven that it could hold its own within its Group, winning the odd stage outright in the right conditions. In 1974, due to the oil crisis at the time, the WRC in its second season was shortened to eight events. The RAC Rally was the penultimate round in the season, one which Lancia with the Stratos had well in hand. In fact, Lancia would win the RAC. Model by TROFEU 1/43 |
1974 Toyota Corolla Levin J (TE27) (RAC Rally, 1974): However, dominate Lancia might have been, Toyota was not conceding without a fight. TTE entered two Celicas and two Corollas on the rally. This car driven by Ove Andersson with Arne Hertz navigating. The RAC was run over 84 stages and had 190 starters. Andersson/Hertz had won the 26th stage and were well placed before a broken axle dropped them from the rally. The second TTE Corolla finished in 4th place after also winning a stage. The Toyota Corolla rally cars were powered by a 1,6L 2TG DOHC engine, with a special Yamaha head and bored out to almost 2.0L gave 195 bhp. Model by TROFEU 1/43 |
1974 RAC Rally |
Toyota Team Europe - 1974 |
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| 1974 Toyota Corolla (TE27): The Corolla was first introduced in 1966 and continues on today in its now 12th generation having transformed from rear wheel to front wheel drive. This is a 2nd generation of Corolla. In the USA, Corolla models were available in 1.2L and 1.6L versions, the 1.6L using the T-Series hemi-head four-cylinder engine. By 1974, the Corolla had become the worlds best selling car. Model by DeAgostini 1/43 |
1974 Toyota Corolla (TE27): Model by DeAgostini 1/43 |
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| 1975 Toyota Corolla Levin J (TE27) (Rallye de Portugal, 1976): The political unrest which shook Portugal in 1975, spilled over into 1976. Even though the 1976 Portugal Rally went off without problem, the uneasy situation in the country kept the rally entries low. Only 7 of the 62 cars entered were factory entries. Among the private entries were the Toyota Celica and Corolla of the Salvador Caetano team. Caetano was the Toyota distributor for Portugal and it isnt exactly clear if the cars were purchased from Toyota Team Europe, or just rented. They were driven by Team Europe drivers, with Hannu Mikkola and Jean Todt in this Corolla and Andersson/Hertz in the Celica. Model by TROFEU 1/43 |
1975 Toyota Corolla Levin J (TE27) (Rallye de Portugal, 1976): The Corolla was freshly rebuilt following the Portugal Rally from 1975. Mikkola was hoping to repeat his victory from the year before in this car. The 1976 rally was one of attrition, with only 21 finishing. An early casualty in the first round, Mikkola slid into a curb approaching a narrow bridge and ended up wedged between the parapets. The Celica team car (the first rally 2000GT) of Andersson finished 2nd behind a Lancia Stratos. This Corolla would rally once more in the 1976 Acropolis Rally, driven again by Mikkola/Todt, but would retire with mechanical problems, one of the last TE27s in a WRC event. Model by TROFEU 1/43 |
1975 Toyota Corolla Levin J (TE27) (Swedish International Rally, 1977): Ove Anderssons Toyota Team Europe campaigned the 1.6L Corolla Levin J (TE27) alongside the 2.0L Celica through 1977. While the Celica was faster, the Corolla handled better. Andersson equated it to the Ford Escort in terms of power and handling, before the Escort went to 2.0L as well. Andersson felt that if Toyota had put a 2.0L in the Corolla, it would have been a world beater. However, Toyota demurred and did not take the opportunity to homologate the larger engined Corolla after one prototype was built. On select events, the Corolla was better suited for the rally when power wasn't as important as lighter weight and better handling. The northern rallys in ice and snow were prime examples. Model by Trofeu 1/43 |
1975 Toyota Corolla Levin J (TE27) (Swedish International Rally, 1977): Hannu Mikkola and Arne Hertz teamed again to run the Swedish International Rally in February 1977. Run exclusively on ice and snow, the Finns preferred the twin cam Group 4 Corolla. They had finished 4th on the Arctic Rally preceding this event in the WRC. Unfortunately, they retired with electrical problems on the penultimate stage. This car was used four times in 1977. Besides the Swedish and Arctic Rally it was also used on two European Rally Championship events in Germany, winning one in addition to a win in 1976 as well. Model by Trofeu 1/43 |
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| 1977 Toyota Celica LB Turb GR5o (DRM Hockenhein GP, 1978): The German Racing Championship, better known as DRM, allowed Group 5 turbo charged cars for the first time in 1977. Toyota wanted a car which could compete for wins against the mighty Porsche 935 in Division 1. Toyota Deutschland teamed with Schnitzer to build a team of two cars based on the Series 1 Toyota Celica 3-door liftback for the series. Harald Ertl was employed to drive the cars powered by a 2.1L Toyota 18R-G four-cylinder engine, tuned to produce 560 HP from its 16-valve fuel injected and KKK turbo-charged engine. Model by SPARK 1/43 |
1977 Toyota Celica LB Turbo GR5 (DRM Hockenhein GP, 1978): The car suffered from unreliability in its first season, its only win at the ADAC Zolder. For the second season in 1978, Rolf Stommelen who was the defending DRM Champion joined the team from Porsche to replace Ertl who left for BMW. Fitting DRM races in between his F1 drive with Arrows, Stommelen could do no better as the car only completed one race in 1978 an 8th place at Mainz Airfield. Ironically Harald Ertl won the DRM Championship in 1978 after giving up the Toyota drive. This is the car from the Hockenhein GP, where it qualified 6th, but left the race after an accident on the 7th lap. Model by SPARK 1/43 |
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| 1991 Toyota Celica GT-4 (ST165): Carlos Sainz and Luis Moya won the Monte Carlo Rallye in 1991. It was a great year for the reining WRC Champion, who would just miss out repeating as Champion despite winning five rallies. He would go on and become Champion again in 1992. Toyota finished 2nd in the WRC Manufacturers Championship in 1991, with strong competition form Lancia, Mitsubishi, Ford and Mazda. Sainz excelled at Mote Carlo with the win in the 2.0L DOHC (295 HP) Turbo Four Celica. Model by STARTER 1/43 |
1991 Toyota Celica GT-4 (ST165): Sainz held a commanding lead on the Monte Carlo Rallye in 1991 and wasn't expecting a tough battle with Francois Delecor in his Ford Sierra in the closing stages. The rally was run over light snow and ice, perfect conditions for all competitors. Taking advantage of the mild conditions, Delecor ate Sainz lead and took the lead in the final stage. Over exuberance perhaps? Delecor ran off road and lost the lead, handing it back to Sainz for the win. Sainz went on to win rallies in Portugal, France, New Zealand, Argentina and of course Monte Carlo in 1991. Model by STARTER 1/43 |
1993 Toyota Celica Turbo 4WD (ST185): Carlos Sainz had departed Toyota Team Europe in 1993 and his place was taken by Didier Auriol, the former French Rally Champion and future 1994 WRC Champion. On the Monte Carlo Rallye, in 1993, he was teamed with Bernard Occelli in the new version of the GT-4. Toyotas most successful rally car, the GT-4 would claim the WRC Manufacturers title in 1993 & 1994 and Drivers Championships those same years. Model by STARTER 1/43 |
1993 Toyota Celica Turbo 4WD (ST185): It must have been déjà vu all over again for Francois Delecor on the 1993 Monte Carlo. He dominated in his Ford, taking advantage of the lack of snow and ice in the Alps that year. He built a minute and a half lead and looked set to win his first Monte Carlo Rally. As in 1991 however, fate dealt him a cruel blow. With inspired driving, Auriol closed the gap and went on to win by fifteen seconds, handing Toyota its third consecutive win on the Monte Carlo Rally. Model by STARTER 1/43 |
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| 1992 Toyota Celica GT-4WD (Monte Carlo Rally, 1992 - WINNER): 1992 Monte Carlo Rally winner with Luis Moya and Carlos Sainz. Sainz holds the WRC records for most career starts, podium finishes and points. The Toyota Celica GT-Four is a high performance model of the Celica liftback, with a turbocharged 3S-GTE engine, and full-time AWD. It was created to compete in the World Rally Championship, whose regulations dictate that a manufacturer must build road-going versions of the vehicle in sufficient numbers. Carlos Sainz won the 1992 World Rally Championship. Model by TROFEU 1/43 |
1992 Toyota Celica GT-4 RC: The Celica GT-Four is a high performance model of the Celica liftback, with a potent 2.0L turbocharged four-cylinder engine producing 190 bhp, and full-time AWD. It was created to compete in the World Rally Championship, whose regulations dictate that a manufacturer must build road-going versions of the vehicle in sufficient numbers. To meet the FIA requirement for WRC, the homologation rally edition of 5000 units was known as the GT-Four RC was launched in September 1991. Model by TROFEAU 1/43 |
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| 1993 Toyota Celica GT-4WD: The 1000 Lakes Rally, or Rally Finland is the fastest event on the World Rally Championship calendar. Now known as the Neste Oil Rally Finland, the rally is driven on wide and smooth gravel roads, featuring blind crests and big jumps. In 1993 Finnish rally star Juha Kankkunen with French co-driver Denis Giraudet won the rally in this Group A Toyota. 1993 saw Kankkunen win the World Rally Championship, his fourth and one of his 23 wins over his career. Model by ALTAYA 1/43 |
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| 1992 Toyota TS010 (Le Mans 1992): Toyota Team Toms brought four cars to Le Mans in 1992. Three cars to race and one as a practice car which under new rules could be run with a sprint engine to establish grid positions. Toyota's qualified in third and fourth places, with this car qualifying fifth driven by the trio of Kenny Acheson, Piere-Henri Raphanel and Masanori Sekiya. Unlike their teammates, this team ran almost a trouble free race to finish 2nd overall and split the Peugeot team finishing first and third. The car suffered a misfire towards the end of the race, but Acheson was able to hold off the third place Peugeot. Built and developed in England, the TS010 was designed with an advanced composites monocoque which provided great structural strength. The carbon/Kevlar body was designed for maximum downforce, including its F1 style rear wing. It developed 660 bhp from its 3.5L V10 engine. Model by IXO 1/43 |
1992 Toyota TS010 (Le Mans 1992): Jan Lammers, Andy Wallace and Teo Fabi (all ex-Jaguar drivers) teamed up to drive the Toyota TS010 entered by TOM's (Tachi Oiwa Motor Sport), a factory supported racing team and tuner at Le Mans in 1992. Starting from 4th on the grid, the team was as high in the order as third place before disaster struck. Wallace had a tire burst at 200 mph an after a long pitstop and later the engine developed a misfire; with another long stop for a new clutch. The team fought on, ultimately finishing 8th. Designed by former Jaguar designer Tony Southgate, the car carried over several XJR styling cues. Powered by a twenty valve V10 of 3.5L, producing 600bhp, the TS010 was serious competition in Group C in 1992 and again in 1993. Model by EBBRO 1/43 |
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| 1993 Toyota TS010: With the World Sportscar and All Japan Prototype Championships cancelled in 1993, Toyota only had Le Mans on the calendar to race their Group C prototype. The Tony Southgate designed TS010 had done well in 1992 and the British/Japanese TOM's team had finished 2nd at Le Mans that year. Back with three new chassis with improved aerodynamics and suspension for 1993, TOM's employed future F1 racer Eddie Irvine, Toshio Suzuki and Masanori Sekyia to drive this car. They were up against the dominant Peugeot 905 Evo. Irvine put this car second on the pole and set the fastest lap during the race, but the Toyota which once led the race succumbed to a number of setbacks, with a transmission replacement at the three quarters mark costing them a podium finish. 3.5L V10 engined car eventually finished 4th behind the Peugeot 1-2-3 rout. No where else to run, Le Mans was the only race for this car. Model by GRAND PRIX MODELS STUDIO/STARTER 1/43 |
1993 Eagle-Toyota MkIII GTP (SEBRING WINNER): Driven by Juan Manuel Fangio III and Andy Wallace to victory at Sebring in 1993, it was the second consecutive year the pair had driven this car to the winners circle at the twelve hour race. Designed and built by Dan Gurney's All-American Racers, the Mk III's dominated IMSA GTP racing in '92 & '93. They scored 21 of 27 races, including 14 straight earning Toyota the manufacturers title and Fangio II the drivers title both years. A Toyota 2.7L four, turbo producing 700 bhp provided the power to smoke the competition in the IMSA Camel GTP class. Model by TRUE SCALE 1/43 |
1993 Eagle-Toyota MkIII GTP (DAYTONA WINNER): Before the win at Sebring in 1993, Dan Gurney's All American Racers won Daytona, with P.J. Jones, Rocky Moran and Mark Dismore driving this MkIII Eagle to the win. It was the start of a great year in IMSA for AAR and Toyota. Jones and Moran drove this car to a 3rd place at Sebring and second at Mid-Ohio. Between Jones and teammate Juan Manuel Fangio III, they would win 10 of the 11 IMSA GTP races in 1993. The only race they didn't win was at Road America, which they didn't enter. 1993 was the final year of the GTP class in IMSA racing, with factory support and Camel sponsorship ending, it was the end of a great era. Model by TRUE SCALE MODELS 1/43 |
1994 Toyota 94C-V: Toyota Team SARD finished in 2nd place overall (1st in class) at Le Mans in 1994, with Eddie Irvine, Mauro Martini and Jeff Krosnoff at the wheel. The car was powered by the R36V 3.6 L Turbo V8, which produced about 600 bhp. This was the swan song for Toyota's Group C efforts and they moved on to production based cars for racing and ultimately, the GT-One project. Model by ALTAYA/IXO 1/43 |
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| 1998 Toyota GT One: Keiichi Tsuchiya, Ukyou Katayama and Toshio Suzuki drove this Toyota Motorsports entry to 9th place overall at Le Mans in 1998. The GT-One was originally developed for GT1, but was eventually adapted to Le Mans protoype racing for 1998. The carbon fiber chassis car was developed by Toyota Team Europe in association with Dallara, the mid-engine prototype being powered by a 3.6 L Twin-Turbo V8, producing 600 bhp. At Le Mans 1998, Martin Brundle set fastest lap in one of the team GT-One's and the thrird team car held 2nd place until the final hour when transmission failure left this car as the sole GT-One survivor. Model by ONYX 1/43 |
1999 Toyota GT-One: Developed by Toyota Team Europe in conjunction with Dallara in Germany, the GT-One was built to contest the GT1 class at Le Mans and compete against the might of Mercedes and Porsche. Raced at Le Mans in both 1998 and 1999, this car (Ch. LM804) was 1 of 7 built and powered by its 3.6L twin-turbo V8, was as quick as the competition. Although it crashed in '98, it finished 2nd at Le Mans in 1999 (starting from pole position), with Ukyo Katayama, Keiichi Tsuchiya and Toshio Suzuki driving. Model by IXO 1/43 |
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| 2018 Toyota TS050 Hybrid (LE MANS WINNER - 2018): After years of coming close, Toyota finally got is outright win at Le Mans in 2018, with the Toyota Gazoo Racing team finishing two laps ahead of the other Toyota in second place. Expected to dominate in LMP1 in absence of other direct factory entries, the two Toyota's led from start to finish. Two-time F1 World Champion Fernando Alonso and former F1 racers Kazuki Nakajima and Sebasttien Buemi set pole in this car. Model by SPARK 1/43 |
2018 Toyota TS050 Hybrid (LE MANS WINNER - 2018): A strong performance by Alonso during the night and then by Nakajima allowed the team to retake the lead from its sister car in the 16th hour and not relinquish it for the rest of the race. Developed in 2016, the TS050 is powered by a biturbo 2.4L V6, with 8 mega joule hybrid power; each producing 500 hp for a combined 1,000 hp. For Le Mans it used a 7-speed sequential gear box. Model by SPARK 1/43 |
2019 Toyota TS050 Hybrid (LE MANS WINNER - 2019): 2019 was the 87th running of the Le Mans 24-Hours and also the final round of the 2018-2019 FIA Endurance Championship. The two Toyota TS050 Hybrid's entered by Toyota Gazoo Racing (relatively unchanged from 2018) occupied the front row at the start, as the #7 car out qualified its sister car and dominated the majority of the race, the #8 car taking the race lead on the other car's regular pit stop. Leading gain in the 23rd hour, the #7 car had a faulty tire pressure sensor indicate that the wrong tire was punctured. Slowing to avoid mishap on its way back to the pits, it was passed by the #8 sister car driven by Fernando Alonso, Sebastian Buemi and Kazuki Nakajima. Model by SPARK 1/43 |
2019 Toyota TS050 Hybrid (LE MANS WINNER - 2019): The trio of Alonso, Buemi and Nakajima held onto the race lead taking the victory seventeen seconds ahead of their teammates. It was the second consecutive win for the trio and the second consecutive Le Mans win for Toyota, Alsonso, Buemi and Nakajima also took the World Endurance Championship for themselves as drivers and Toyota as manufacturer. Model by SPARK 1/43 |
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| 2020 Toyota TS050 Hybrid (LE MANS WINNER - 2020): The 2020 Le Mans race was held in September instead of its traditional June date, due to the Covid 19 pandemic. It was also run without spectators to see Toyota's hat trick of Le Mans wins. 2020 was the last year of the LMP1 cars at Le Mans, with the other LMP1 entries being the two Rebellion cars and a single ByKolles Racing prototype in the top class. With its sister car sitting on pole for the race, this car driven by Sebastian Buemi, Brendan Hartley and Kazuki Nakajima qualified 3rd. The race started off in the wet and it rained periodically throughout the entire 24 hours. Model by SPARK 1/43 |
2020 Toyota TS050 Hybrid (LE MANS WINNER - 2020): Being held in September rather than June due to Covid, the track and air temperatures were cooler and it required drivers to drive longer in the dark. At half distance, the sister Toyota developed a problem and spent a long time in the pits, giving up the lead to the #8 car which it never relinquished. It was the third Le Mans win in a row for Buemi and Nakajima in a Toyota. It was the third consecutive win for the 2.4L Hybrid Turbo V6 powered TS050. They finished first after finishing 387 laps, five laps ahead of the second place Rebellion, with the other Toyota finishing 3rd, six laps down. Model by SPARK 1/43 |
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| 2021 Toyota GR010 Hybrid (LE MANS WINNER - 2021): The 89th running of the Le Mans 24 Hours was the first year for the new Hypercar class and Toyota Gazoo Racing showed up with two cars that would prove to be the class of the field. The race was run in August rather than on its usual June dates, in order to let fan attend the race for the first time since the Covid pandemic began. Being late August, teams were faced with racing in longer night stints and cooler and wetter early fall weather. Rain was a persistent factor in the early hours of the race and the cooler night temperatures made it difficult for competitors to get tires up to temperature. Model by SPARK 1/43 |
2021 Toyota GR010 Hybrid (LE MANS WINNER - 2021): Wet weather and cold tires resulted in a number of spins and crashes which affected the running order in all classes save the Hypercar class, with Toyota Gazoo picking up its fourth consecutive win in this car. The accomplished trio of Mike Conway, Kamui Kobayashi and Jose Maria Lopez in this car led the race from pole position. Kobayashi set a fast 3:23.9 time and the team continued to build its lead from the start. Its sister cars race was spoiled by electrical and fuel system problems which dropped it down two laps, but still in position for second place at the end. The lead Toyota, while also experiencing the same fuel issues did not falter. Model by SPARK 1/43 |
2021 Toyota GR010 Hybrid (LE MANS WINNER - 2021): Their pace set a fastest average lap speed of 130.8 MPH (210.5 KPH), over 3,141.2 miles (5055.2 Km). They led for 173 consecutive laps of the 371 lap race, only swapping the lead with their sister car, to take the top podium step and the first win for a new car in a new era at Le Mans. Model by SPARK 1/43 |
2018 to 2021 Toyota Le Mans Winners |
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| 2022 Toyota GR010 Hybrid (LE MANS WINNER - 2022): Which make would win the 90th edition of Le Mans in 2022 wasn’t in much doubt, it was really a matter of which team car. Sebastien Buemi, Brendon Hartly and Ryo Hirakawa teamed up in the Toyota/Gazoo Racing GR010 Hybrid. Model by SPARK 1/43 |
2022 Toyota GR010 Hybrid (LE MANS WINNER - 2022): Hartley put the car on pole ahead of their sister car. After changing the lead with their Toyota teammates, the trio in the #8 car held the lead on 274 laps of the 380-lap race. A relatively uneventful race at a dry Le Mans for Toyota, racking up their 5th consecutive Le Mans win. Model by SPARK 1/43 |
2018 to 2022 Toyota Le Mans Winners |
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| 2023-24 Toyota Corolla GR Circuit Edition: Toyota introduced its hot hatch Corolla GR in May 2022, which was based on the Corolla E210. The Core GR has a 1.6L turbo-charged, three-cylinder engine, which produces 296 hp. Power to the wheels is through all wheel drive and directed by a six-speed transmission. The car has three tail pipes to reduce back pressure. Model by SOLIDO 1/43 |
2023-24 Toyota Corolla GR Circuit Edition: The Corolla GR is sold in North America and the European version is marketed as the GR Yaris. The Circuit Edition has enhanced performance and is the top of line Corolla GR. An engine with 300 hp, carbon fiber roof, larger rear spoiler and limited slip differentials front and rear are some of the enhanced performance features. In 2025 the car received a facelift and is now called Premium Plus in the USA. Model by SOLIDO 1/43 |
1973-74 and 2023-24 Toyota Corolla SR-5 and GR Circuit Edition: Toyota has made great strides since I bought my E30 SR-5/Levin J in 1974. What was top of the Corolla range then, compared to the top of the range fifty years later is interesting. The 1.6L TE27 hemi-head engine in the 1974 Corolla produced 75 hp (115 in the twin-cam), enough to propel the car to a bit over 100 mph. The newer Toyota while the same displacement, produces 300 hp and will take the car from 0-60 in 4.9 seconds, compared with 13.9 seconds in the Corolla I had. Its top speed is 143 mph. |
1973-74 and 2023-24 Toyota Corolla SR-5 and GR Circuit Edition: The new Toyota has grown in size over the last fifty years. The wheelbase is just over 10 inches longer in the GR at 103.9 in the GR, compared with 93.3 in the SR-5. The cars width is wider at 72.8 inches, compared to 65 inches and the weight is heftier at 3,269 pounds compared to 2,380 in the SR-5. Height on the GR is 57.2 inches compared with its older sisters 53.5 inches. The newer Toyota may have better performance, better brakes and all-wheel drive, but is it more fun to drive? Will one still be running in 50 years? |
THE SIGNATURE PROJECT & RACING DIORAMAS
World F1 Champions 1950 - PRESENT
GREAT AUTOMOTIVE MAKES & RACING TEAMS:
AMERICAN:
CHAPARRAL
CHEVROLET & GM POWERED RACE CARS
COBRAS & DAYTONAS - SHELBY CARS
CUNNINGHAM EQUIPE - THE CARS OF BRIGGS CUNNINGHAM
FORD POWER: GT40's, MUSTANGS & MORE
MISC. AMERICAN MADE
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BUGATTI
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TOYOTA RACE & PRODUCTION CARS
MISC. JAPAN, ASIAN & AUSTRALIAN MADE
VETERAN, CLASSIC & SPECIAL INTEREST CARS All MARQUES
LAND SPEED AND ENDURANCE RECORD CARS LE MANS THE PINACLE OF ENDURANCE RACES: HALL OF FAME DRIVER TRIBUTES: PLAY BALL! - IT'S BASEBALL TIME:
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THE 24 HOURS of LE MANS 100 YEARS - 1923-2023
THE OLD IRISH RACING HALL OF FAME
A TRIBUTE TO BOYHOOD HEROES AND MY DAD
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