1967model Toyota 1600 GT5

Japan in the 1960s, a period of rapid economic growth, was also a time of significant change in motorization.
Owning a car became a dream for many families during the “My Car Boom.” As a result, the trend toward sportier versions of mass-produced cars began to grow. People were captivated by new designs like the “pillarless hardtop,” and the motorsports scene experienced a dramatic shift away from its early days. One of the most notable milestones of this evolution was the opening of Japan’s first FIA-approved racing circuit, Suzuka Circuit, in September 1962. This was followed by the opening of the Fuji Speedway in January 1966, marking an era where motorsports became a vibrant, participatory activity that captured the dreams of the youth.

“If our cars perform well on the track, it would be an incredibly effective advertisement.”
This natural thought process led manufacturers to dissect European sports cars, studying everything from engines to suspensions, with a fierce determination to catch up with global standards. This intense effort resulted in the creation of eccentric, purely Japanese sports cars, which would go down in automotive history as legendary vehicles. It was a time when manufacturers were highly motivated to build cars that could compete on a global stage. To prove this, they aimed to develop “race-winning cars,” competing fiercely to dominate international circuits.

Toyota’s flagship mass-market car, the Corona, also followed the trend of becoming sportier.
In September 1964, Toyota introduced the third-generation Corona, the RT40 (sedan) and RT50 (hardtop), with the aim of producing a high-performance, high-quality vehicle that could compete in overseas markets. This model featured the distinctive “Arrow Line,” a unique front nose design that slanted like an arrow. Toyota’s dramatic marketing efforts at the time were astounding; they conducted the “100,000 km Continuous High-Speed Driving Test” on the newly opened Meishin Expressway, completing 100,000 km in just 58 days. The test’s success was widely covered by the media, leading to an explosive response at launch events across Japan, attended by over 200,000 people. In January of the following year, Toyota surpassed the sales of the Nissan Bluebird for the first time, achieving the highest domestic sales figures, making the third-generation Corona a massive success and a cornerstone of the company’s prosperity.

“The pillarless coupe style, which was popular at the time, was sporty, stylish, and incredibly cool!”
Veteran enthusiasts who remember those days often speak of how the Corona’s Arrow Line design was further emphasized by Japan’s first B-pillarless 2-door hardtop. This unprecedented, flowing styling captured the hearts of young people who had never seen anything like it. Even today, more than half a century later, its open and airy design still holds a striking presence, stirring the emotions of those who appreciate its form.

“Win races with the early model Corona hardtop that captured the hearts of the youth!”
Following the Corona’s commercial success, Toyota’s next strategy was to develop a prototype racing model, the “Toyota Prototype RTX,” based on the Corona Hardtop, to compete in the 4th Clubman Race at Fuji Speedway in March 1966, celebrating the completion of the circuit.

The Prototype RTX made a spectacular debut, achieving impressive results in its first race!
With excellent aerodynamic properties from the new design and balanced handling, the combination of a lightweight body and a high-output engine, along with the thorough benchmarking of 1960s European cars, led to a car with great sports car potential. The suspension, with a front double wishbone and coil springs, and a rear rigid axle with semi-elliptical leaf springs, allowed the RTX to claim victory, taking first and second place, beating rivals like the Prince Skyline, Isuzu Bellett GT, and Nissan Bluebird SSS in its debut race. In July 1967, it repeated this feat at the Suzuka Circuit 12-hour endurance race, and by 1968, it had overthrown the previously dominant Nissan Skyline GTB, sweeping the circuits and igniting the passions of the youth by demonstrating that a compact, lightweight car could defeat larger-displacement vehicles.

In August 1967, the Prototype RTX, which had captivated young enthusiasts, was released as the RT55 Toyota 1600 GT, a homologation model for race participation, with only 2,222 units produced.

The specifications of this car, even by today’s standards, are impressive. Positioned as a “junior version” of the Toyota 2000GT, which had been released in May of the same year and stunned Japan with its extraordinary performance, the Toyota 1600 GT shared the same Yamaha-tuned DOHC 1587cc 4-cylinder 9R engine, a derivative of the Corona 1600S’s 4R engine. Equipped with twin Mikuni-Solex carburetors, it produced 110 PS at 6200 rpm and 14.0 kgm of torque at 5000 rpm.

Even the body colors were the same as those of the 2000GT, with space-themed names like Bellatrix Yellow, Pegasus White, Solar Red, and Thunder Silver Metallic. The car featured front seats, gauges including a speedometer marked up to 200 km/h, unique wiper arms, fender mirrors, armrests, and, in the GT5, the crowning touch—a 5-speed transmission, rare at the time, sharing components with the 2000GT. It also came with an LSD as standard, making it a special car that allowed drivers to enjoy the legacy born on the circuit, all of which drove young enthusiasts wild.

The 1600 GT also created a lasting legacy in the 1969 JAF Grand Prix Special Touring Car Race, known as the “1600 GT Legend.”
In that race, Toyota Auto Sales racer Harukuni Takahashi drove the Toyota 1600 GT and fiercely battled the debuting Skyline 2000GT-R (KPGC10), which had a significant displacement advantage. Though Takahashi crossed the finish line in first place, a blocking move on the final straight was judged to be interference, placing him second. Nevertheless, the legend of the 1.6L engine triumphing over 2.0L cars became an enduring legacy that fired the imagination of the youth.

Toyota did not continue producing the Toyota 1600 GT for long, ending its production in September 1968, just 1 year and 2 months after it began. Many of the 2,222 units produced had a racing history due to their sports car pedigree, making them rare survivors today. Ironically, some were used for the restoration of the highly valuable Toyota 2000GT, reflecting the times, leaving only about 150 units in existence in Japan today, with fully original examples like this one being even rarer.

Nonetheless, for enthusiasts from the era of rapid economic growth, who hold a deep emotional attachment to cars, the Toyota 1600 GT remains not just a special car, but a vehicle that will forever be remembered in both people’s memories and automotive history.