Miguel Sánchez
Artificial intelligence, state-of-the-art appliances, state-of-the-art vehicles ... Even smart toilets! To think about Japan today is to visualize a succession of pictures of the future. Although ... that has not always been the case. Until a few decades ago, the distant land of the rising sun was a closed and mysterious place. Banned by foreigners for centuries, Japan lived anchored in the old feudal dreams of the emperor. Ruled by a weak system in its industry, where neither the road nor the cart gave way to asphalt and the automobile.
It was not until well into the 20s that Japan created a fledgling automobile industry. In fact, it can be said that he joined this activity almost 50 years late. After all, the bulk of the Japanese population neither needed nor could afford access to a car, while the ruling class acquired the exclusive models from abroad at the stroke of a checkbook. However, with its imperial vagaries defeated after World War II, Japan had to set about the task of building a market economy that would finally integrate it into modernity.
Endowed with great work discipline, the archipelago marched surprisingly fast down the technological path. Its products achieved high levels of development. Although ... they still had a long way to go to achieve the degrees of design and quality offered by western brands. This was especially noticeable in cars, where still "experimenting" resulted in unattractive vehicles.
Even in the early 50s, Japanese cars were very crude. In short, they still drank from the military character that the war economy demanded of the country's automotive industry. And at the design level ... they had a lot left. Each part of the body was conceived separately, joining them later as possible. Therefore, far from the harmonious designs of Pininfarina, these "Children of the Rising Sun" seemed a hybrid between Godzilla and Frankenstein. It was clear, they still had a lot to learn.
But they learned fast. In just about 20 years, Nissan, Honda and Toyota could see each other 'face to face' with the European and American giants. Only one thing was missing: a really attractive vehicle. One of those that, although it is not going to be the great joy of the accounting department, announces to the whole world a high degree of technological development. A striking model, with a spark ... In short, a high-performance sports car. And beware, designed entirely in Japan. Nothing to manufacture adaptations of English roadsters under foreign license.
Thus, everything began to create the path that leads us to the most coveted Japanese sports car: the Toyota 2000GT. Launched on the market in 1967, this icon of the Japanese engine was capable of rivaling the Porsche 911 or the Jaguar E-Type. All a technological show that established the industrial image of Japan. With its lights ... and with its shadows. Since the enormous manufacturing overheads limited production to between 337 or 351 units, depending on the source consulted. Today less than 100 are preserved. Therefore, the Toyota 2000GT It is a 'rare bird' capable of exceeding a million dollars at auction.
YAMAHA AND THE GERMAN CONNECTION
Between the late 50s and early 60s, Japanese automotive manufactured mainly two types of cars. On the one hand, sober and nondescript sedans for the national market. And on the other, light two-seater convertibles who were trying to imitate the English. Roadsters that wanted the export market, especially the American one. These little sports cars, although still inferior to the European ones, were reliable, cheap and very fun to drive. However ... the 60s marked a new direction. And it is that, little by little coupes appeared that conquered the tastes of a new generation. The Japanese industry needed a model that would incorporate it into this new fashion. And also, as far as possible, take away that image of producing cars "an imitation”. Someone had to take the initiative.
And that someone was Datsun the brand that Nissan marketed its cars under until 1986. But imagine… most of Datsun's workers didn't have a car! What happened then? Well, when you rode one of their products ... it was like doing it in a fair car. The interiors were extremely uncomfortable, the driving position was a disaster, the finishes looked like a model ... and the design of the bodies fell into a cartoon exaggeration of what was produced in the West. Okay, they had the will to create a different sports car for the new times. But in life ... not everything is having a will. Have to know.
And who was one of those who did know how to create amazing cars in the late 50s - early 60s? Albrecht goertz, the genius behind the BMW 507. The German connection that contributed key parts to the conception of what we currently call 'Japanese sports car'. For the conception of a truly Japanese car. And it is that, when Goertz landed in Japan, he found the major error of that industry: having designed an ugly copy. The sketches revealed an attempt to emulate European sports cars. The result? To walk behind again what is produced in the West, falling into a mediocre imitation.
Yamaha had to put the batteries in. And yes, don't worry… you keep reading an article about cars and not about motorcycles. But this company, which manufactures everything from industrial robotics to motorcycles - going through pianos and wind instruments - offered Datsun its services in the motor world. In fact, it was Yamaha that hired Goertz. A Goertz who turned the project upside down, residing the car from the inside out. In other words, the lack of ergonomics had to be put to rest. Create a suitable driving position. If what you wanted was to market a real sports car, it had to give the driver facilities in order to be piloted.
So things, in 1956 the first fruit of the collaboration between Datsun and Yamaha was presented: the Silvia CSP311. A coupe based on the old Fairlady platform, capable of producing 96 HP thanks to its 1-liter engine. The truth is that the car was not bad at all, but it was not exactly a success. This first attempt still revealed typical Japanese failures: especially the lack of habitability. Also, it looked suspiciously like the Lancia Fulvia Coupé. Just over 500 units were sold. A failure.
However, Datsun she was determined to break into the western market with force. So he asked Yamaha to investigate further. Goertz and his retinue of Japanese went to work, again. Something more radical had to be designed; for this reason they devised a powerful fastback much in the style of the 911 or the E-Type. The project received the code A550X. And the truth is that it is not bad at all. Ok ... the rear reminds us of a Ferrari 275 GTB. And the front seems to us nailed to that of a Corvette C2. But it is a very nice car. And, above all, it is a step forward compared to what the Japanese industry had done before.
The pity is that it remained a prototype. Why? Well, a matter of poorly managed impatience among Datsun executives. They had agreed with Yamaha to complete the project for 1966. And it was taking longer than expected with the engine: a two-liter six-cylinder that had not yet arrived. So, they canceled the project! Imagine, Yamaha was left with the project halfway and without structure to be able to produce it in series if it was finalized. Like when you were alone in the middle of the club, Yamaha was available to the first brand that wanted to talk to it. And that was Toyota.
A NEW LOOK FOR TOYOTA
Toyota had never made sports cars. Far from it, the brand was known for family compacts. Correct, useful cars, destined for the national market ... Anodyne. Tasteless. That is why they saw the opportunity to give themselves a new image thanks to the relationship with Yamaha. Taking up the project that Datsun had left behind was his opportunity to create a benchmark sports car. And it is that, Although in 1965 they had already launched the Sports 800, they still lacked that punch that only a real GT can give.
Based on the Goertz prototype, the Toyota designer satoru nozaki signed the final lines of the 2000GT. This graduate in Fine Arts created a real sculpture, making the original design something much more stylized. It respected the lines of the prototype, yes. But it added a front very similar to that of the Sports 800, giving an aesthetic homogeneity to the Toyota sports range. In addition, it lengthened the lines of the body. An aerodynamic exercise that reminds us quite a lot of that of the E-Type. It is a wedge designed to cut through the wind. And, as the Toyota team itself declared: 'We have given absolute priority to the aerodynamic factor ... only where this was not decisive did we take the beauty of the shape as the first consideration'.
The idea was to create a GT in the style of the great models in the segment. A powerful car, undoubtedly sporty, but capable of offering a certain ride comfort in the two seats inside. A vehicle "whose owner could enjoy it with a leisurely drive through the city, or through a fast curvy road in the country. Thinking to be driven on all types of roads and, with some modifications, even on circuits.
In sum, a true front-engined, rear-wheel-drive GT with a 49/51 weight distribution. All this mounted on an aluminum chassis and wrapped in a steel body, weighing 1.120 kilos. Including independent suspensions, ventilated brake discs, rack and pinion steering, and gearbox. 5-speed manual or 3-speed automatic.
And under all that structure ... the true heart of the Toyota 2000GT: its six-cylinder, two-liter, 150 hp naturally aspirated engine. A power that, for the time, is not bad at all. Even more so if we take into account that the specific power is 75Cvs / liter, in a relatively agile vehicle capable of climbing up to almost 9.000 rpm. And also ... born by a brand whose most powerful model to date only gave 45 Cvs. In short, figures that allowed him to rub shoulders with the great European sports cars of the moment. And also, to do it in conditions of comfort on the go. Since this is not at odds with sportiness in the Toyota 2000GT: a perfectly finished wooden dashboard attests to this.
With these magnificent credentials, Toyota presented its model at the 1965 Tokyo Motor Show. Although they still wanted to refine some parameters, it did so as a prototype. Finally, It was in 1967 that the 2000GT went into production. A production that would put him under the lights of circuits and film shoots, although not devoid of dangerous shadows.
1967 - 1970. THREE YEARS OF RISE AND FALL
Toyota got what it wanted. He had created the first great Japanese sports car. The world was amazed at this special car. And made in Japan! Suddenly the Japanese had shown that, in addition to copying the English roadster more or less well, they knew how to create incredible sports cars with their own character. It wasn't bad at all ...
Some 60 units ended up in the USA, where the very Carrol Shelby prepared three of them for competition. They showed enormous power and reliability on American circuits. In addition, in 1968 a 2000GT won the Japanese Grand Prix, shortly after another unit entered the finish line of the 1000 kilometers from Fuji first. This Toyota claimed to be a true race car dressed for the street. But watch out, well dressed. Even with the glamor needed to be Bond's car, James Bond.
And it is that the year in which the 2000GT was presented was the same in which the film was released "We only live Twice". A new installment of the 007 saga set in Japan, with Sean Connery playing the British agent again. This time chased by some evil Orientals who he manages to slip away thanks to the brand new Toyota 2000GT. A unit that has caused controversy and confusion, since it is a convertible version. This suggests that the 2000GT was produced in both a coupe and a spider version. However… it is not like that. Only two units were adapted as discovered, with the sole intention of being used in the film. The reason? Neither more nor less than the great height of Connery, which made it difficult to shoot scenes inside the vehicle.
Everything seemed to be going perfectly. The engineers had done a wonderful job, but… the accountants were not of the same opinion. Virtually all parts of the 2000GT were made exclusively for him. It did not share parts with other models of the brand. And also ... the assembly was completely handmade. That pushed production costs to unsustainable limits. Unsustainable because while an E-Type and 911 cost $ 5.580 and $ 6.490 respectively ... the bill for a 2000GT was going to 6.800.
The car was wonderful. Nobody doubted that, but the little more than 100 units sold in each of its three years on the assembly line ... were not enough to convince Toyota's accountants. In 1970 its production was closed, with the most of the units sold to Japanese customers. Less than 100 of them are located today, some sources say only about 60. For this reason, it now costs much more than the $ 6.800 of then ... If one rarely goes to auction, it can easily exceed a million. Even after 51 years, it continues to move in the league of the 275GTB, 911, E-Type ... It is the first great Japanese sports car, and it came to stay.
THE FATHER OF AN ENTIRE SAGA
We have just seen a video where the 2000GT becomes part of a family saga, and to a certain extent… he himself inaugurated an automobile saga. Because until the arrival of 2000GT, when a list of countries known for their sports cars was made, there was never Japan. It is because of that This Toyota not only has the merit of being a great car, but also of having been the first of a great saga: that of the great Japanese sports cars. Despite the commercial failure of the model, it gave the Japanese industry enough confidence to set its own path. Most importantly, it made Japanese brands learn an important lesson.
The lesson was obvious: not only had to develop sporting captivators, they had to be sold as well. Therefore, it made no sense to enter the GT market competing with Porsche, Ferrari or Jaguar. After all, these brands didn't just have a strong brand image. They also had a large industrial and commercial structure. If the Japanese sports car wanted to be as attractive as it was profitable, it had to target a more popular type of buyer.
That was a valuable lesson, one that has defined Japanese sports cars to date. Apart from some exceptions, these cars have always been fun to drive, very manageable, practical ... but above all affordable in relation to their performance.
In fact, Datsun learned the lesson so well that he took up the project previously undertaken with Yamaha on his own. They had taken good note of what had happened. So reducing costs Datsun launched in November 1969 the 240Z. A light two-seater, with a power of 160 HP and a very striking design. It quickly became a bestseller that took the United States by storm. The reason? It offered the same features as its Western competitors, but at a lower price: about $ 4.000. What was to be the hallmark of the Japanese GT, was fully confirmed just before entering the 70s.
For its part, Toyota also applied the lesson: just as the 1970GT ceased to be marketed in 2000, the Celica was launched. An affordable model with such success that, over 7 generations, it extended its production until 2006. In short, what more can you ask the Toyota 2000GT? Okay, it was a nightmare for the strict accountants of the brand, but ... Look at what an immense legacy! Even with his excesses and his short life, he was a pioneer. A true motorsport myth from the land of the rising sun.
