Wedsport IS350

Japanese tuner WedsSport has been racing the tuned IS350 in the GT300 class since 2008 season. The IS350 driven by veteran driver Manabu Orido and co-driver Tatsuya Kataoka won their first race in round 7 at Twin Motegi. The IS350 improved further in 2009 season, won in round 1 at Okayama. Can the Orido and his team keep their cool and become GT300 championship? I bet they will try their best in every remaining race and aim for top position finishes this year...

TF108

After 2 years of mix fortunes in Le Mans Toyota decided to stop competing in endurance racing and switched their focus to F1. Toyota announced their plans to participate in F1 in 1999, and after extensive testing with their TF101 initial car, the team made their debut in 2002. The new team has grown from Toyota's long standing European Toyota Motorsport organisation, which has previously competed in the World Rally Championship and the 24 hours of Le Mans. Despite a point in their first ever race, Toyota F1 have not yet won a grand prix, their best finish so far being 2nd place in 2005, during which they achieved three podiums and a pole position, as well as finishing fourth in the world constructors' championship with 88 points.

Toyota GT-One(TS020)

The Toyota GT-One (also known in Japan as the Toyota TS020) was a racing car initially developed as a racing car for grand touring style rules, but later adapted into a Le Mans prototype. It raced in the 1998 and 1999 24 Hours of Le Mans.

** Toyota GT-One, which still holds the Le Mans race lap record it set in the 1999

History

Following the end of the Group C era around 1994, Toyota decided to alter its plans in sports car racing by moving to the production-based GT classes for 1995. Toyota decided to approach this in two ways by using two different styles of car for competition. The first was a heavily modified Toyota Supra, referred to as the Supra LM, which would use a turbocharged inline-4. The second entry was a custom built car designed specifically to be a racing car, yet required a small number of production cars for sale in order to meet homologation regulations. This car was modified heavily from the Toyota MR2, and became known as the SARD MC8-R. The MC8-R would use a custom built Toyota turbocharged V8. While the Supra performed admirably in 1995, the MC8-R would appear superior for 1996. With development of high powered supercars for the GT classes at the time, Toyota decided that a car similar to the MC8-R, which was intended as a race car first, would be better suited to continuing Toyota's development of a GT car. Thus Toyota announced they would skip the 1997 24 Hours of Le Mans to be able to develop their new GT car for 1998.

Turning to Toyota's European arm based in Cologne, Germany, Toyota Team Europe (TTE) was charged with development of the new GT car. With taking the one-year hiatus, TTE was able to look at what the competition was developing for the GT class, and exploit it to their benefit. In 1997, both the Mercedes-Benz CLK GTR and the Porsche 911 GT1 were dominant cars in their class that exploited loop holes in the rules in place at the time. Each car was a custom built super car of which only a small handful of production cars were built to homologate it. TTE realized that they would actually only need to build a single production car in order to meet homologation regulations, thus allowing TTE to have a car that would never truly be sold to a customer, meaning that any driver luxuries could be left out.

Second, Toyota learned about a loophole which Mercedes-Benz had exploited. All GT based cars were required to have storage space, capable of holding a standard sized suitcase, in order for the car to be considered not only production based, but usable by the public. Mercedes exploited this by putting a small cubby hole into an unused area underneath the rear bodywork, although it was not as easy to access as a normal trunk. Toyota, in their interpretation of the rules, were able to convince Automobile Club de l'Ouest (ACO) officials that the car's fuel tank, normally empty when the car is scrutineered before the race, was allowable as a trunk space since it could, theoretically, hold a suitcase.

With these loopholes in place, TTE was able to set out in laying-out the GT-One. TTE designed and manufactured the car's carbon fiber chassis and bodywork in-house, while Toyota supplied an upgraded version of the engine they originally used on their Group C cars, the R36V 3.6L Turbo V8.

TTE also developed the only two GT-One road cars built, required in order for the race car to qualify as a road car-based Grand Tourer. They were painted red and fitted with a basic interior. One was put into a museum in Japan.


Racing results

Introduced in time for Le Mans in 1998, the GT-One first appeared at the official testing days for the race held in May. Three GT-Ones appeared, setting the 2nd, 5th, and 10th best times, easily beating out custom built prototypes which were meant to be the superior class. For the race week itself, all three cars performed admirably in qualifying by continuing their quick pace, qualifying 2nd, 7th, and 8th, being beaten only by their GT class competitor, Mercedes-Benz. For the race itself, the GT-One unfortunately suffered. GT-One #28 suffered from a high speed accident halfway through the race, taking it out of competition. The two other entrants continued to fight on, both remaining in the top 10. However, within the closing hours, the higher ranked GT-One #29 suffered a gearbox failure while in competition for the race win. Thus Toyota was left to take 9th place in the race with the lone #27 entry, which ended the race 25 laps behind the winning Porsche 911 GT1.

Following the success of the GT1 class as a whole over Le Mans prototypes, the ACO and FIA moved to change the regulations for the GT classes, requiring a large amount of production vehicles for the GT classes, thus eliminating the original loopholes in the system. Thus Toyota was forced to make changes to the GT-One, as were all its competitors in the class. Mercedes-Benz opted to evolve their CLK-GTR into the new custom built CLR in the closed cockpit GTP class, while Nissan and Panoz opted for open cockpit LMPs. Porsche dropped out of competition altogether. Newcomer Audi decided to build cars for both the GTP and LMP classes, while BMW continued in the LMP class as before. Toyota decided to follow the route of Mercedes and evolve the GT-One into a GTP class prototype. Although the CLK-GTR required extensive modifications to become the CLR, the GT-One was already close enough to a prototype that extensive redesign was not needed.

Toyota began an extensive testing program, including a long distance test at Circuit de Spa-Francorchamps in Belgium soon after a snowfall. In the official testing session at Le Mans, the GT-Ones were again fast, taking the 1st, 3rd, and 5th fastest lap times. This pace continued in qualifying for the race, as the three GT-Ones took 1st, 2nd, and 8th positions. Throughout the race the GT-Ones battled for the lead, having it switch multiple times amongst the top competitors.

Unfortunately the GT-One was suffering from failures of its Michelin tires throughout the race, mostly caused by sharp gravel which had been accidentally brought onto the racing surface by other cars. The design of the GT-One's wheel wells allowed for a blown tire to cause extensive damage to the mechanical linkages inside. Thus after only 90 laps the first GT-One was lost when it suffered an explosive tire puncture and was damaged beyond repair, unable to return to the pits and abandoned on the track.

Halfway into the event, another GT-One was lost in a tire puncture that led to a high speed accident, destroying the car. This left the team with only car #3, which was still running at the top of the field. At this point a large amount of the competition had been eliminated, with all Mercedes out of the race due to their famous accident and withdrawal. Audi had also lost two of their four cars, and Nissan had lost their factory backed R391, although an older Courage C52 campaigned by the team was still active. BMW and Panoz were the only teams continuing without major problems.

During the final hour of the race, the lone GT-One was in second place, less than a minute behind the leading BMW and just ahead of the two remaining Audis. While lapping traffic the GT-One suffered a tire failure, and was forced to slowly make its way around the track to return to the pits for a new set. In the process the GT-One lost the lead, and thus lost the race. The lone GT-One would come home 2nd overall, one lap behind the winning BMW. As a consolation prize, the GT-One would win the GTP class, although it was the only car in the class to actually finish.

The GT-One would race only once more, a single entrant appearing in the 1999 Le Mans Fuji 1000km. Although the race mostly consisted of Japanese teams, thus leaving out most of the manufacturers that had competed at Le Mans, Toyota still had to compete against rival Nissan, who also entered their R391. In the end the GT-One would fall short once again, finishing 2nd and only one lap behind the winning R391. The GT-One program would not be continued into 2000, Toyota instead turning TTE into leaders of the new Toyota F1 team. This would mark the end of Toyota's attempts at Le Mans, which had started in 1985.

Toyota Race car collection

Phew! Now I can take a break after months of serious search for these Toyota Race cars... Finally got all the Toyota race cars that I stated in my 2008/09 wish list. It's well worth the time, efford and money...

1. Toyota GT-One - Was released by minichamps quite a few years back. But sold out world wide.. didn't put too much hope on it. Nearly get the Onyx instead, but an Aussie seller offered one on ebay. Waste no time and committed to it.... Thanks Stagg!

2. Wedsport IS350 - Another very fast selling item. Especially in the Japanese market. This model was retailed at 6300 Yen and was completed sold out in less than 3 weeks after it was released by Ebbro. Got lucky to get one through a help from a reliable supplier.

3. Petronas Tom's SC430 - Also hard to get by these days.

4. Toyota F1 TF08 - Glock (Left) and Trulli(right)

5. Espelir Kosei Toyota Celica- as raced in 2004 Japanese GT Championshion under GT300
class.

6. H-Factory Toyota Altezza - as raced in 2002 Japanese Super Taiyu racing competition.

7. APR Toyota MRS - This car don't come cheap caused it's the 2007 GT300 overall champion.

8. Au Cerumo Toyota Supra - as raced in 2004 JGTC.

9. Zent SC430 - as raced in 2006 Super GT.

future model (to look for) - MUST in 1:43 scaled.
1. 2008 Corolla (Auris) rally car
2. Camry Nascar competition

Re-post - Ferrari FXX

Re-post - Zonda R

Gumpert Apollo

A NEW REALITY BORN OF A VISION

”It has always been my dream to have a car with so much downforce, such aero-dynamic efficiency that you could drive on the roof of a tunnel at high speed. This car can do it.”

Our engineers strive constantly to push the boundaries of what is feasible. The results are technical masterpieces that bring us a little
closer to the thrill of speed and the dream of flying and driving.

We strive to fulfil our customers‘ dreams of a powerful, exclusive and unique sports car. A car that provides its driver with a breathtaking driving experience while possessing the potential to win on race tracks across the world. The apollo makes this dream come true.


THE PERFECT SYNTHESIS

The apollo is the perfect synthesis of road vehicle and track car. It evokes passion and driving pleasure beyond all expectations: 650 HP, 360 km/h (224 mph) top speed and acceleration from 0 to 100 km/h (0-62 mph) in just 3 seconds, you would have to go a long way to find an alternative to the apollo. The complete package is available in a cost-benefit ratio that cannot be matched in this exclusive vehicle class. As a pure high-performance sports car with racing qualities which is also approved for use on the road, the apollo sets new standards.

The apollo is not the only sports car on the market; however its concept is so unique and realised so consistently that it aspires to redefine the standard for this vehicle class. The apollo has more to offer:

– Approved both for use on the road and on the track
– Maximum safety in accordance with the 74 international motor racing standards
– Perfect road-holding and ultra-precise handling
– Maximum driving pleasure and unbeatable driving performance
– Excellent aerodynamic efficiency and driving dynamics
– Synthesis of reliable racing and series technology
– Unique, futuristic, and striking design
– Best cost-benefit ratio


Despite the series production process, every apollo is unique. It is Customized to the owner‘s wishes and needs and proudly bears his touch. We can also offer you:

– Luxury package with air conditioning, navigation radio with DVD/CDPlayer and rear-facing camera with rear-view mirror function
– Car body made of fibreglass(GFK) or carbon-fibre (CFK)
– Carbon fibre for various components and car body parts
– Design variants created by use of different air intakes for the engine
– Carbon rear wing (optional available)
– Engine variants with 650 / 700 / 800 HP output

In addition to these different options and equipment packages, we can of course also accommodate any other special requests made by our customers. Just talk to us.


DESIGN EQUALS DRIVING DYNAMICS

The challenge was to develop an exceptional design that combined the extreme aerodynamic requirements of a performanceoriented, purist super sports car with the aesthetic design of an exclusive vehicle. We wanted to achieve the perfect synthesis of design and function. Without compromising. And we have succeeded with apollo: Its silhouette, optimised in numerous wind tunnel tests, reflects its by far superior capabilities.

In its profile, the apollo dynamic appearance is further enhanced by its dimensions (4.46 m length, almost 2 m width and 1.24 m height) and its streamlined, long and wide shoulder lines. The mid-engine layout is emphasised by the cockpit, which is clearly located toward the front of the vehicle, and the long wheel base; both factors ensure optimum driving qualities. Massive air inlets and outlets in the front and on the side in front of and behind the doors leave no doubt about its potency. Above all, though, they supply the two turbo-chargers and the high-performance braking system with enough fresh air to ensure optimum operation for the duration of a race. The high-set air intake for the engine is reminiscent of Formula 1 vehicles and emphasises apollo racing character. The dominant rear provides a view of the diffuser and the underbody, encased completely in carbon, – which, combined with the front diffuser and flow channels, achieves an exceptionally high negative lift for a road vehicle.

apollo leaves a lasting impression on anyone who sees it: It symbolises unusual power, dynamism and sportiness. It reflects above-average performance capability paired with timeless elegance, and even when it is not moving, shows that the design can only adhere to function: driving dynamics.


READY FOR RACETRACK

A sports car‘s supremacy is not defined by pure engine power alone: only a car that can put this power on the asphalt and create a balance between all occurring internal and external forces will leave the contestants behind, on the road and the race track. The chassis is the key to this supremacy – and apollo has already proven itself spectacularly under the toughest testing conditions on various test tracks, public roads and real racing tracks such as Hockenheim, Imola and the historical “Nordschleife”. The apollo made a great third place with the Belgian racing driver, Ruben Maes, in the cockpit at its racing debut at the Divinol Cup in Hockenheim in April 2005.

Three years later, the apollo is in the spotlight on the track again. Initiated by Ex-Formula1 pilot Heinz-Harald Frentzen GSM built a hybrid racing version of the apollo in spring 2008. The highlight of this exceeding project had been the legendary 24h race at Nurburgring-Nordschleife, where the apollo competed with well-known sports cars. Thus the hybrid-apollo can be seen as the precursor of a new environmentally friendly technology on the circuit.

Upon customer request the apollo is available as a racing car according to different regulations of DMSB, ACO and FIA GT.

Here's the Top Gear Video: http://www.youtube.com/watch?v=6oFNDYW8ltc