3d model conversion by MacedoSTI

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.

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.

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.

Toyota entered the 2000GT in competition at home, coming third in the 1966 Japanese Grand Prix at Fuji. The 2000GT took its first win in the inaugural Suzuka 1000 Kilometres in 1966, and went on to win the 24 Hours of Fuji and the Fuji 1000 Kilometres in 1967. In addition, the car set thirteen FIA world records for speed and endurance in a 72-hour test at the Yatabe High Speed Test Track in 1966. Unfortunately, the record car was destroyed in a pace car accident and eventually scrapped. These records shortly prompted Porsche to prepare a 911R especially to beat this record.

Carroll Shelby also entered a pair of 2000GTs to compete in the 1968 SCCA production car races in the CP category. Initially Shelby built three cars, including one spare. Although it performed well, it was the only season the car competed in the US. Toyota took back one of the cars and rebuilt it into a replica of their record car, which still resides in Japan. The two remaining Shelby cars remain in the United States.