Toyota - 1990s Supercars - 1990s Japanese Cars - 1990s Sports Prototypes - 1990s Homologation Cars - 1990s GT Racers - GT1 1994-1998

Background

For 1985, Toyota decided to embark on a factory Sportscar programme with the intention of becoming the first Japanese manufacturer to win at Le Mans.

However, the Group C era could not have represented a stiffer challenge; in the years that followed, Toyota would have to beat experienced European protagonists like Porsche, Jaguar and Mercedes-Benz in addition to domestic rivals Nissan and Mazda.

Toyota’s attack culminated with a second place finish in 1992 for the handsome 3.5-litre V10-powered TS010 of Masanori Sekiya, Pierre-Henri Raphanel and Kenny Acheson.

A year earlier, Mazda had unexpectedly pipped its domestic rivals to become the first Japanese firm to win the 24 Hours.

By the time of Toyota’s second place finish in 1992, support for the Group C category was much-diminished. This was primarily as a result of the FIA’s new 3.5-litre engine formula, but also because of poor economic conditions.

Ultimately, the 1993 World Sportscar Championship was cancelled altogether which meant that year’s Le Mans 24 Hours was the only major contest for top flight Prototype racing cars.

The collapse of Prototype racing led to an explosion of interest in the less expensive discipline of production-based GT racing. Although Prototypes continued to be accepted at Le Mans in the years that followed, all major championships switched to a GT format.

Having placed fourth at Le Mans in 1993 (with the latest iteration of the 3.5-litre V10-powered TS010) and then matched their best result with second in 1994 (with the 3.6-litre twin turbocharged V8-powered 94C-V), Toyota subsequently embraced the GT1 category with a Supra LM and the MR2-based SARD MC8-R.

However, up against the likes of McLaren’s world-beating F1 GTR, these production-based Toyotas stood little chance of victory.

With an undimmed desire to win at la Sarthe, Toyota decided to start afresh and take advantage of the extremely loose homologation requirements that had been designed to stimulate as much manufacturer participation as possible.

Although a 25 car homologation requirement was announced to compete in the 1997 FIA GT Championship (with one road car completed before the first race and the balance beginning twelve months after the championship had concluded), the Le Mans 24 Hours (which was not part of the FIA series) imposed no such restriction. Instead, the Le Mans organisers (the Automobile Club de l’Ouest) stuck with the single road car rule.

As Toyota were not interested in participating in the FIA GT Championship, they created a scratch-built Le Mans special for the 1998 24 Hour race.

The resultant TS020 (also known as the GT One) broke with convention in that it was a collaboration between Toyota Team Europe and Dallara. By contrast, most of Toyota’s previous Prototype and GT racing cars had been the work of Dome or SARD. Based in Cologne, TTE had, up until this point, been best known as Toyota’s rally division.

Ex-Peugeot designer, Andrea de Cortanze, was brought on board to design the GT One. De Cortanze had most famously created Peugeot’s all-conquering 905.

Work began in earnest during January 1997. The new car was designed entirely using CAD software and then refined in Dallara’s wind tunnel. The first example was finished in October.

Chassis

Each GT One was based around a carbonfibre tub with an aluminium honeycomb core. In typical fashion, the engine was used as a stressed member.

The tub was designed by TTE and manufactured by Dallara.

The finished car had a long 2800mm wheelbase

Fully adjustable suspension was via double wishbones with pushrod-actuated coil sprung dampers and anti-roll bars at either end.

Brakes were TTE-developed cross-drilled and ventilated carbon ceramic discs with AP Racing six-piston calipers. ABS was also fitted.

18-inch Speedline forged magnesium wheels used a TTE retention system and were shod with Michelin Pilot SX tyres.

A 100-litre fuel tank was located between the engine and rear bulkhead.

Engine / Gearbox

In the engine bay was a comprehensively revised version of the twin turbocharged V8 used in Toyota’s Group C challengers of 1989 and 1990 (the last forced induction motors before the firm switched to a normally aspirated 3.5-litre V10).

The GT One’s Type RV36V-R motor was smaller, lighter, more efficient and more powerful than the R36V that came before.

It was another mid-longitudinally-mounted all-alloy 90° V8 with dual overhead camshafts, four valves per cylinder and dry-sump lubrication.

Similarly, displacement was an unchanged 3579cc thanks to a bore and stroke of 86mm and 87mm respectively.

Instead of Toyota’s own CT26RT turbos, a pair of Garrett units were fitted, each with a Denso intercooler.

Compression was hiked from 8.5:1 to 9.0:1 and the latest Bosch engine management software installed.

Although the new engine had to breath through a pair of 33.9mm air restrictors, it still developed a very healthy 600bhp at 6000rpm and 479lb-ft at 6000rpm.

Transmission was through a TTE sequential six-speed gearbox (with X-Trac internals), a Sachs quad-plate carbon clutch and latest generation traction control system.

Bodywork

Although Porsche and Mercedes had created GT1 cars that could hardly be considered in the spirit of the rules, the GT One moved things on to a whole new level. This was clearly nothing more than a reverse engineered Sports Prototype.

Like the rest of the car, the GT One’s radical exterior panels were planned out using CAD software. The resultant carbonfibre body was then refined in Dallara’s wind tunnel.

The front was characterised by its plunging nose and fenders, between which the bodywork was sunk to enable the lowest possible profile. Brake cooling ducts were carved out from the leading edge of the fenders and the air that rushed along on either side of the domed cockpit was fed to massive radiator intakes.

Uniquely, the inner face of each fender was cut away at the top of the wheel to reduce air pressure.

More cutaway sections were located along the flanks and atop the rear fenders.

A fastback cockpit profile swept down to the slim tail fascia on one continuous line. Right at the back of the car was an adjustable rear spoiler mounted on two ultra-slim fully integrated pylons.

Interior

Aside from a little padding for the driver’s seat, the cockpit was little more than acres of exposed carbonfibre.

Directly ahead of the driver was a U-shaped steering wheel, behind which was a digital tachometer. Two additional data logging screens were installed, the largest of which was positioned at the top of an an enormous central control panel that housed a huge quantity of switches, dials and buttons.

The butterfly doors opened thanks to a simple twist-and-pull grip.

Anything other than forward visibility was greatly restricted.

Road Version

During the last week of April 1998, Toyota unveiled the solitary GT One street version that was required to gain type approval in order for homologation.

In order to increase ride height, the suspension was reconfigured with longer pushrods.

Steel instead of carbon brake discs were also fitted along with a smaller 60-litre fuel tank (that doubled up as a storage bin).

The engine was equipped with softer camshafts, new inlet manifolds, re-mapped management software, two catalytic convertors (one for each cylinder bank) and a silenced exhaust.

Peak output was a claimed 550bhp.

Custom helical gears were fitted instead of the racing version’s straight-cut arrangement.

As required by law, meshed grilles were fitted to the larger intake apertures.

In the cockpit was where the most obvious changes occurred.

Toyota fitted a new dash, a conventional leather-rimmed three-spoke steering wheel, two leather-covered bucket seats (from the Lotus Elise), a regular centrally-mounted handbrake and properly trimmed door panels. The floors were covered in carpet and an alcantara headliner was installed along with a proper ventilation system and extra sound deadening.

Weight / Performance

The GT One race version weighed in at 920kg. It had a top speed of 220mph and 0-62mph time of 3 seconds.

The street version was 1100kg and although no performance figures were ever published, it would most likely have been capable of nearly 200mph and 0-62mph in comfortably less the 4 seconds.

Production

Toyota constructed six cars for the 1998 season, one of which (chassis LM803) was the road-going version. The other five examples (LM801, LM802, LM804, LM805 and LM806) were all used for test and race duty.

A seventh example (chassis LM907) was subsequently built up for the 1999 season.

1998 Season

The GT One broke cover in the last week before Christmas in December 1997. A few weeks earlier, TTE announced that Martin Brundle had been signed as the outfit’s number one driver.

In that late ‘97 test, Brundle enjoyed a trouble-free run at Paul Ricard where it was confirmed Thierry Boutsen had also been brought on board.

The GT One’s next outing was at Monza during the second week of February where Brundle and Ralf Kelleners completed 700 miles between them.

In the second week of April, TTE attempted a 24 hour test at Spa with their full complement of drivers to also include Emmanuel Collard, Eric Helary, Geoff Lees, Ukyo Katayama, Toshio Suzuki and Keiichi Tsuchiya. However, the run had to be abandoned after 14 hours owing to dreadful weather conditions. Nevertheless, the two cars in attendance racked up over 2500 miles with only minor delays.

1998 Le Mans Pre-Qualifying

At Le Mans Pre-Qualifying (May 3rd), Toyota, Mercedes and Porsche had an epic battle to top the timesheets.

In the end, Brundle was pipped to fastest time of the day by Allan McNish in the Porsche 911 GT1-98 which went quicker by just over one hundredth of a second.

The fastest Mercedes was three tenths back in third, followed by the second works Porsche.

Boutsen was fifth and the third Toyota ended up tenth.

The outing at Le Mans was followed by another test at Paul Ricard to complete preparations.

1998 Le Mans 24 Hours

For the 24 Hours race which took place over the weekend of June 6th and 7th, TTE split its drivers into three teams.

The #27 car (chassis LM805) was allocated to the all-Japanese crew of Tsuchiya, Katayama and Suzuki.

The #28 car (chassis LM804) was allocated to Brundle, Collard and Helary.

The #29 car (chassis LM802) was allocated to Boutsen, Kelleners and Lees.

In qualifying, Toyota, Porsche and Mercedes picked up where they had left off five weeks earlier.

Pole position ultimately went to the Mercedes CLK LM of Bernd Schneider, Klaus Ludwig and Mark Webber. The #2 Toyota of Brundle / Collard / Helary started second followed by another of the Mercedes.

Next up were the brace of works Porsche 911 GT1-98s followed by the fastest of the LMP1 cars: a BMW V12 LM.

The remaining Toyotas qualified seventh (Boutsen / Kelleners / Lees) and eighth (Tsuchiya / Katayama / Suzuki).

The start of the race saw Schneider’s Mercedes initially retain its advantage, but Brundle forged ahead down the Mulsanne Straight in the #28 Toyota followed by Boutsen in the #29 car five laps later.

The Toyotas remained at the head of the field throughout the second and third hours, by which time both the Mercedes had retired with engine trouble.

During the fourth hour, Helary was behind the wheel of the lead #28 car when he span at the Ford chicane. Four laps were initially lost for repairs back in the pits followed by another four laps soon afterwards owing to gearbox trouble. The #28 car rejoined down in 26th place.

This all left Boutsen up front in the #29 Toyota with the works Porsches close behind.

Shortly before 9pm, both the BMW LMP1 cars were withdrawn with rear wheel bearing trouble which meant the race was looking like a straight Toyota v Porsche battle.

The sixth hour saw Brundle lose another couple of laps in the #28 Toyota (with wheel bearing trouble). However, this was nothing compared to the Japanese-crewed #27 car which lost 22 laps as a result of persistent transmission woes.

At midnight, the #29 Toyota of Boutsen / Kelleners / Lees was still in the lead and on the same lap as both works Porsches. Unfortunately though, a few moments later it came in for a new set of gear ratios which cost if four laps and dropped the crew to fifth (behind the two Porsches and two Nissan R390s).

By 2pm, a hard-charging Boutsen had got the #29 Toyota back into third. By now, the lead Porsche had pulled out a lap advantage over its sister car.

The Toyota contingent was reduced to two cars shortly before 4am when Brundle, who had recently set a new lap record, crashed at high speed in the Ford chicane.

It was then Porsches turn to experience trouble; during the 17th hour, one car damaged its floor and the other began to suffer cooling problems. They dropped to second and fourth as Lees took up the lead in the #29 Toyota.

Unfortunately, less than an hour later, the #29 car needed a gear ratio change which allowed the Porsche of Allan McNish / Laurent Aiello / Stephan Ortelli to head the field.

The #26 Porsche and #29 Toyota thereafter exchanged the lead several times. However, with just 90 minutes to go, any hope Toyota had of scoring its maiden Le Mans victory were dashed when Boutsen stopped the #29 car with gearbox failure.

Porsche went on to finish first and second. The sole remaining GT One of Katayama, Tsuchiya and Suzuki came home a much-delayed ninth.

1999 Season

For 1999, the GT1 category was dropped and GT2 became the premier category for the FIA GT Championship and at Le Mans.

The top class for out-and-out Sports Prototypes was split between LMP (for open cars) and LM-GTP (for closed cars).

Porsche withdrew so as not to provide direct competition for newcomers Audi who would run cars in both classes. Mercedes evolved the CLK LM into CLR (for LM-GTP) and Nissan created the R391 (for the LMP class).

Toyota updated the GT One to run in the LM-GTP category which proved a relatively straightforward conversion.

As per the regulations, this latest version of the GT One was fitted with a smaller 90-litre fuel tank. The ABS and traction control systems were removed.

To improve reliability, the GT One’s sequential gearbox was equipped with a manual override in case of failure.

Externally, some subtle refinements increased downforce and reduced drag. These updates included a sleek new engine cover, a twisted front wing and twisted instead of flat rear endplates.

Overall, the revamped car was 16% more efficient and more stable than before.

1999 Le Mans Pre-Qualifying

Having spent the winter pounding round the tracks of Europe, the GT One seemed in good shape for 1999. The only downside had been TTE’s final 24 hour test at Spa which was halted in snowy conditions.

As expected, the aerodynamic changes proved highly effective as the GT One lapped five seconds faster than the previous year during 1999’s Le Mans Pre-Qualifying (May 2nd).

Martin Brundle set the fastest time of the day; he went one-tenth-of-a-second quicker than the works Panoz LMP-1 Roadster S while Katayama ended up third.

The updated BMW V12 LMR of Muller / Lehto was fourth and the last of the Toyotas took fifth thanks to Allan McNish.

1999 Le Mans 24 Hours

TTE’s 1999 driver line up saw the brand new #1 car (chassis LM907) allocated to Martin Brundle, Emmanuel Collard and Vincenzo Sospiri.

The updated #2 car (chassis LM806) was allocated to Thierry Boutsen, Allan McNish and Ralf Kelleners.

The updated #3 car (chassis LM804) was allocated to Ukyo Katayama, Keiichi Tsuchiya and Toshio Suzuki.

Brundle put the #1 Toyota on pole followed by Boutsen in the #2 car. In third through seventh were BMW (V12 LMR), Mercedes (CLR), Panoz (LMP-1 Roadster S), BMW (V12 LMR) and Mercedes (CLR).

The last of the Toyotas (the Japanese crewed example) lined up eighth.

Media attention of the qualifying session was dominated by Mercedes’ CLR which, in the hands of Mark Webber, twice got airborne at high speed and flipped onto its roof.

In the race, Brundle initially led. However, the #1 Toyota was badly baulked in the pit lane entry when coming in for its first stop and Bernd Schneider’s Mercedes emerged in the lead.

The second hour saw the #2 Toyota temporarily move to the head of the field, but an hour later, slower pit work and higher fuel consumption enabled JJ Lehto’s BMW into the lead. The sister BMW was third with the #2 Toyota second and the #1 example fourth; over the next few hours the BMWs and Toyoytas continued to push one another extremely hard.

During the fourth hour, hydraulic problems began to afflict Brundle in the #1 Toyota. The issue meant his car lost its power steering and forced the drivers to change gears manually.

Inevitably, the system had to be repaired and new gear ratios fitted as a consequence of damage caused by manual shifting. Although nine laps were lost and the car dropped to twelfth, this was not a severe a penalty as it could have been owing to a protracted pace car period to deal with Peter Dumbreck’s Mercedes which had somersaulted off the Mulsanne Straight and into the adjacent woodland.

Around midnight, the much-delayed #1 Toyota was forced to retire when Brundle suffered a tyre blowout on the approach to the second Mulsanne Straight chicane. The exploding tyre ripped through the body and caused extensive damage. Brundle struggled round to Arnage but then had to abandon the car out on track.

As it had done since 6pm, the #2 Toyota of Boutsen / Kelleners / McNish continued to trade the lead with the Kristensen / Lehto / Muller #17 BMW. The enthralling battle carried on until just after 3am on Sunday morning when Boutsen was tagged by a slow-moving Porsche 911 GT2 while going into the Dunlop chicane. The #2 Toyota was wrecked in the massive impact and Boutsen was hospitalised with a career-ending cracked vertebrae.

The incident left BMW’s #17 car with a three-lap advantage over the sister #15 machine although by this time, Toyota’s all-Japanese crew in the #3 GT One was not far behind in third. Having briefly dropped outside the top ten during the opening hour, Katayama, Tsuchiya and Suzuki had moved back up to ninth by 7pm, to sixth at 9pm and fourth at midnight.

The two BMWs and the sole-remaining Toyota thereafter held station until 10:30am on Sunday morning when the throttle on the lead BMW stuck open and Lehto crashed out at the Porsche Curves.

This meant the race was well and truly on with the #15 BMW of Joachim Winkelhock / Pierluigi Martini / Yannick Dalmas and the #3 Toyota running on the same lap with five-and-a-half hours to go.

Unfortunately, the spectators were denied a grandstand finish when, during the final hour, Katayama was pushed onto the kerbs while trying to overtake the privateer BMW V12 LM of Thomas Bscher. The ensuing puncture meant Katayama had to crawl back to the pits for a tyre change which ruined any chance of victory. Once again, Toyota cruelly had to settle for second place.

1999 Fuji 1000km

In November, the Automobile Club de l’Ouest (the ACO) and the Japan Automobile Federation (JAF) organised a one-off 1000km race at Fuji to see if a Japanese equivalent of the American Le Mans Series was viable in Japan.

The race took place on November 11th and Toyota entered a solitary GT One (chassis LM907) for Ukyo Katayam, Toshio Suzuki and Keiichi Tsuchiya who had finished second at Le Mans back in June.

The entry mostly comprised of cars from the Japanese GT Championship, but Nissan were on hand with an R391 (for Erik Comas / Satoshi Motoyama / Masami Kageyama) and Team Goh / Dome ran a BMW V12 LM (for Hiroki Katou / Juichi Wakisaka).

Katayama put the Toyota on pole with a lap time nearly half-a-second quicker than second-placed Erik Comas in the Nissan R391.

In wet conditions, Katayama then stormed ahead in the race while Comas fell back having selected the wrong tyre compound. However, when the track began to dry, the Nissan crew opted not to change tyres which promoted the R391 into the lead.

Katayama gave chase, but picked up a first stop-go penalty for overtaking under yellow flags and then another for passing while the safety car was on track. A battery problem subsequently cost time while exiting the pits.

The Toyota fought back, but ultimately ran out of time and finished a lap down on the winning Nissan.