Guide: Toyota 222D
Background
Toyota first started to compete in top flight rallying during the early 1970s when the firm began a long-term association with Swedish driver, Ove Andersson.
In 1975, Andersson’s rallying operation was rebranded Toyota Team Europe (TTE) and moved to Brussels. That year, Hannu Mikkola won the 1000 Lakes WRC event driving a Corolla, but it proved a false dawn; unlike domestic rival Nissan, Toyota would not win again in the WRC until 1983.
In 1978, TTE moved for the second time, on this occasion to Cologne.
Having scored just one top three finish in 1981, things improved dramatically in 1982, when the first Group B cars were beginning to emerge.
Although the Celica 2000 GT campaigned by TTE in 1982 was essentially a Group 4 machine, it was good enough to place first and second on the Rally of New Zealand. Several other top three finishes were achieved that season which meant TTE drivers Per Eklund and Bjorn Waldegaard finished fifth and sixth in the Driver’s Championship.
For 1983, TTE campaigned the uprated Celica Twin Cam Turbo (TCT). Although clearly still a production-based model and not a true Group B homologation special, the tough Celica TCT continued Toyota’s reputation for success on gruelling long-distance events by winning that year’s Ivory Coast Rally.
This theme continued during the next couple of seasons.
TTE won the Safari Rally in 1984 and 1985 as well as the 1985 Ivory Coast event.
However, it was clear that, over the course of an entire season, the rear-wheel drive Celica TCT Turbo was no match for the trick Group B specials campaigned by the likes of Peugeot, Lancia and Audi.
When Group S was announced in 1985, Toyota saw an opportunity to compete at the top level without having to build 200 highly specialised road cars for homologation.
The new category was essentially a prototype class for rallying: Group B on steroids.
Manufacturers would only need to build ten cars to qualify and, after twelve months, another ten Evolution variants would be permitted.
Group S cars would be allowed to compete from 1987, but would not be eligible for points until 1988.
Toyota decided to follow the path set by Peugeot with their 205 T16.
Although the T16 was entirely new under the skin, it outwardly resembled the recently introduced 205 GTi which proved a boon for Peugeot’s marketing department.
In a similar vein, TTE developed the brand new 222D Group S challenger to closely resemble the MR2 sports car introduced in June 1984.
Chassis
Aside from a mid-engined layout and broadly similar silhouette, the 222D and MR2 had very little in common.
The 222D was based around a central monocoque with a tubular rear subframe for the engine and gearbox.
Suspension was via double wishbones with adjustable coil sprung dampers and anti-roll bars at either end.
The enormous cross drilled and ventilated disc brakes came with cockpit-adjustable balance control.
Wheels and tyres were much wider than the standard MR2.
TTE developed two and four-wheel drive variants of the 222D. Rear-wheel drive would be used for tarmac events and the Xtrac four-wheel drive version for gravel.
Engine / Gearbox
During the development stage, two different engines were used.
First was the Type 4T-GTE inline four cylinder unit found in the TCT Celica Evolution. It used a cast-iron block and aluminium alloy DOHC twin plug head with four valves per cylinder.
Displacement was 2090cc thanks to a bore and stroke of 89mm and 84mm respectively. When Group B’s 1.4 multiplier for turbocharged engines was applied, it resulted in a swept volume of 2926cc.
A single KKK K27 turbocharger was fitted along with an air-to-air intercooler and Nippodenso D-jetronic electronic fuel-injection. The compression ratio was 7.1:1.
Running 0.90 bar of turbo pressure, this engine produced 380bhp at 9000rpm and 317lb-ft at 5500rpm.
It was only to be a temporary installation though.
For competition, TTE planned to use the 503E engine being developed for use in IMSA and Group C. Stroked to 86mm, this engine displaced 2140cc and, with its uprated turbo, was capable of nearly 800bhp.
Bodywork
Cosmetically, the 222D was based on the Toyota MR2, but only the doors were interchangeable.
Massive wheelarch extensions were connected by a deep side sill. The headlights were fixed in position and mounted underneath clear Plexiglas covers.
The front lid was home to an enormous radiator vent and distinctive snorkels.
A wide engine cooling scoop was mounted behind the roof and supplementary ducts were located on the sail panels. Twin radiator intakes were carved out from each flank.
At the back, TTE installed a fixed rear spoiler and opened up the tail fascia with a multitude of vents.
Body panels were manufactured entirely from lightweight composite materials.
Compared to Group S cars proposed by Lancia and Audi, the 222D was a handsome little machine.
Interior
Like the outside, the interior was designed purely for function.
Bucket seats with fire retardant cloth were fitted. Other than a black vinyl dash top, there was no other upholstery to speak of.
The dash housed an array of instrumentation plus myriad switches, an on board computer and a fuseboard.
The seats were split by the exposed linkage mechanisms for the gearbox.
Development
Testing took place over the winter of 1985-1986 with Ove Andersson and Bjorn Waldegaard taking the wheel.
The 750kg car was described as absolutely terrifying thanks to its short wheelbase and copious horsepower rating.
Perhaps just as well, the 222D never got to compete.
Group B & Group S Banned
After a number of driver and spectator fatalities, motorsport’s governing body decided Group B cars would be banned from 1987.
Within 24 hours of the decision (which came the day after the fateful 1986 Tour de Corse), Group S was also canned.
The decision understandably created an angry response from manufacturers that had invested heavily in both categories.
To appease the manufacturers, a revised Group S formula was proposed. It would limit cars to a minimum weight of 1000kg and a maximum output of 300bhp. Turbo engines would have to displace under 1200cc and there would be a 2400cc limit for normally aspirated models. Steel roll cages would become mandatory along with drastic aerodynamic restrictions.
However, these proposals were quickly dropped and Group S disappeared for good on safety grounds.
In 1987, the World Rally Championship would be contested by Group A cars with a minimum production requirement of 5000 units over a twelve month period.
Production
Toyota built eleven 222D prototypes.
Most were subsequently destroyed but three were saved.
TTE ultimately switched their attention to Group A, initially with the MA70 Supra for 1987 and then the ST165 Celica GT-Four from 1988.
Text copyright: Supercar Nostalgia
Photo copyright: Toyota - https://global.toyota/
