Guide: Toyota 2000 GT 311 S
Background
During the 2000 GT development phase, Toyota decided to take their first step into the world of motor racing.
At the time, Japan was still recovering from the affects of World War 2. While the country’s industrial powerhouses were well on the way to becoming global benchmarks of efficiency, money was still tight for the average consumer.
When the 2000 GT was unveiled at the Tokyo Motor Show in October 1965, Japan only had one permanent race track: the Honda-owned Suzuka circuit that opened three years earlier.
A track at Fuji was up and running in 1966, but compared to the USA and Europe, Japan had a paucity of motor sport facilities until the late 1980s.
The opening of the Fuji circuit led to a marked increase in the number of major motor racing events being held on Japanese soil.
For 1966, Fuji would host the third running of the Japanese Grand Prix (a 60 lap event for sports cars). Eight weeks later, a 1000km event at Suzuka was added to the calendar for what would be the country’s first endurance race.
1966 was shaping up to be a seminal season for motor sport in Japan and, like most of their domestic rivals, Toyota wanted to be part of it.
1966 also heralded the introduction of new rules for GT racing. Whereas in previous years, the FIA’s Group 3 Grand Touring regulations required 100 examples of a vehicle to be produced in a twelve month timeframe, that figure was increased to 500 units for 1966.
By comparison, the Group 4 Sports class had a production requirement of 50 cars and a five-litre engine limit.
Meanwhile, Group 6 was for scratch built Prototypes and had no minimum production requirement or restriction on engine size.
Groups 1, 2 and 5 were for Touring Cars.
As it was not yet in production and had therefore not been homologated, the 2000 GT would have to duke it out in the Prototype class against machinery designed purely for racing.
Toyota’s pre-production 2000 GTs were assembled in two groups: the 280 A / I and 280 A / II, some of which came with aluminium bodies and others with steel.
The most significant difference between the 280 A / I and 280 A / II was the latter’s repositioned A-pillars which had been moved 40mm further forward to free up additional cockpit space.
For their 1966 racing programme, Toyota plucked two of the aluminium-bodied 280 A / Is and set about enhancing them for competition use. Thereafter known as 311 S, these cars were stripped down and painstakingly rebuilt from the ground up with a host of high performance upgrades.
Assembly and preparation was handled by Toyota’s in-house competition department, TOSCO (TOyota Sports COrner).
Chassis
The original Lotus-style backbone chassis was reinforced and drilled for lightness.
Fully-independent double wishbone suspension was uprated with firmer springs and dampers plus thicker anti-roll bars at either end.
The four-wheel disc brakes were also beefed up.
New 15-inch magnesium wheels came with Goodyear Racing tyres.
A bigger quick-fill fuel tank was installed.
Engine / Gearbox
Considerable attention was also paid to the engine and Toyota produced easily their most powerful motor yet.
In standard trim, the 2000 GT’s type 3M engine featured a cast-iron block and Yamaha-designed aluminium DOHC head. Peak output was 150bhp at 6600rpm and it displaced 1988cc thanks to a 75mm bore and stroke.
Few technical details for the 311 S variant were ever published, however, the original Mikuni-Solex 40 PHH carburettors were replaced with Weber 45 DCOE items and a free-flow exhaust system was installed.
As output jumped to 217bhp at 7200rpm, it seems likely the conservative 8.4:1 compression ratio of the original car was increased.
A five-speed gearbox and limited-slip differential was imported from the soon-to-be production model.
Bodywork
Although the Group 6 Prototype regulations offered relatively little restriction in terms of bodywork, Toyota wanted to capitalise on any motor sport success achieved with the 311 S and therefore deviated little from the original 2000 GT design.
Modifications were made as testing progressed at the Fuji circuit.
Particular attention was paid to cooling and airflow.
The nose was given a reshaped primary intake, a large scoop above the left-hand headlight and a wide extractor vent on the bonnet.
Additional vents were added down each sail panel and behind the rear wheels.
As both retractable headlight pods were deleted, the driver relied solely on the distinctive inboard lights mounted behind Plexiglas covers.
The rest of the lighting was also simplified with single circular lenses at the back and the elaborate sidelights junked.
Gone too were the bumpers and even the door handles.
All four fenders were cut away to accommodate wider wheels and tyres.
The engine service hatches were discarded.
The external filler cap was mounted on the right-hand rear fender.
A pantograph windscreen wiper was trialled, but was soon abandoned in favour of a single arm arrangement.
Interior
Any superfluous equipment from the interior was also removed.
The 311 S came with a new sheet metal dash, a simple binnacle directly behind the steering wheel and a rudimentary centre console with various flick switches, levers and a couple of extra dials.
A bucket seat was provided for the driver along with a competition harness.
Weight / Performance
All told, the two 311 S constructed weighed 836kg and 840kg. This was over 200kg lighter than the 280 A / I and ensured the new competition variant had a power-to-weight ratio approaching 260bhp per ton.
Toyota quoted a top speed of 172mph.
0-62mph most likely took around five seconds.
1966 Japanese GP, Fuji
The first of two outings planned for the 311 S in 1966 came at the Japanese Grand Prix on May 3rd. Organised for Sports and GT machinery, 1966 was the third running of this event and the first time it had been held at Fuji.
Toyota took both 311 S plus a lightly prepared 280 A / I.
The red 311 S was entered for Shihomi Hosoya, the grey example for Sashio Fukuzawa and the 280 A / I for Mitsuo Tamura.
However, in the opening practice session, Fukuzawa was out in the 280 A / I when it caught fire. Damage to car and driver proved sufficient for both to be withdrawn from the race.
Fukuzawa’s spot in the grey 311 S was taken by Mitsuo Tamura.
Qualification took place in very wet conditions which reduced the fastest car’s advantage. Surprisingly, pole position fell to a tricked out Datsun Fairlady S complete with an experimental six cylinder two-litre DOHC engine.
This super lightweight little car eclipsed the four Prince R380s, a trio of Porsche 906 Carreras and the two remaining Toyotas.
Mitsuo Tamura was next best and started second in the grey 311 S. Shihomi Hosoya lined up tenth in the red example after engine problems during the session.
The race started in dry conditions, but Tamura was forced to retire the grey 311 S after just five laps. In an apparent act of espionage, a sheet of newspaper had been used to clog airflow to the radiator which resulted in the car quickly overheating.
By contrast, Hosoya had no such trouble and ran without stopping for tyres or fuel. He could do nothing about the pace of the Porsches and Princes, but nevertheless took a fine third overall in the red 311 S.
Prince R380s finished first, second and fourth as all the Porsches fell by the wayside.
1966 Suzuka 1000km
Eight weeks later, Japan held its first bona fide endurance race: the Suzuka 1000km.
Taking place on June 26th, the event attracted a strong field with works machinery from Datsun, Isuzu and Daihatsu. Honda and Prince were absent.
Toyota attended with the brace of 311 S raced at Fuji, since which time a number of further refinements had been made. To improve cooling, extra banks of vents had been carved out from the hood, behind each front wheel and the rear three-quarter windows. The snorkel intake above the left-hand headlight had been removed.
Owing to the event’s length, two-driver teams were essential.
Shihomi Hosoya and Mitsuo Tamura were paired together in the red 311 S. The grey sister car was driven by Tomohiko Tsutsumi and Sashio Fukuzawa (who had recovered after his accident at Fuji).
Both cars ran like clockwork and eventually finished first and second with the grey machine of Fukuzawa / Tsutsumi taking victory.
The winners finished in eight hours two minutes and 13 seconds.
Back in fourth spot was another works Toyota – a Sports 800.
Subsequent History
After Suzuka, the two 311 S were retired from active duty and slipped into obscurity.
However, it was not the end of Toyota’s motor sport programme with the 2000 GT.
In October 1966, the firm embarked on a series of World Speed Records at the Yatabe oval.
In 1967, they contested four major domestic races with uprated 2000 GTs.
For 1968, they teamed up with Carroll Shelby and made an assault on the SCCA C-production class.
Text copyright: Supercar Nostalgia
Photo copyright: unattributed
