Editor’s note: A version of this piece was originally published in April 2016 as part of DTW’s Japan Theme.
From a purely commercial perspective, the Toyota motor company appears to have fared perfectly well without the benefit of image-building halo cars. While enthusiasts have been well served by innumerable performance versions of regular production models over the intervening decades, the Japanese car giant has largely eschewed outright exotics. Not so fast however. As long ago as 1965, crowds at the Tokyo motor show were captivated by the introduction a sleek and beautifully proportioned coupe from that most cautious of Japan’s burgeoning carmakers. Deliveries began two years later, but by the decade’s end, and after a mere 337 cars, the Mayfly Toyota 2000 GT disappeared as quickly as it had emerged.
The story (as commonly told) begins in the early 1960s. German nobleman and designer, Graf Albrecht Goertz had forged a successful consultancy in the United States, having been involved in the design of a number of post-war BMW models, most notably the acclaimed 507 roadster. Commissioned by Nissan to assist in the design a two-seater coupe, he is said to have drawn up a low-slung concept, a running prototype of which was subsequently built for Nissan by Yamaha. Nissan’s management however opted to adapt their in-house Fairlady model along different lines, introducing it as the highly successful 240Z in 1970.
The creative apex of Toyota and Lexus’ latterday ambitions – we examine the LF-A’s backstory.
With Lexus celebrating thirty years of production (though only fifteen in Japan, where until 2004 they were still Toyota) the Japanese firm are keen to share some of their three decades of stories. They are to be congratulated on their openness. Exactly five hundred Lexus LF-A’s were made over a two year period which equates to one built per day after holidays. By hand too I might add, no production line for this exclusive halo-car. As to their cost… we’ll come back to that shortly.
The Lexus Fuji-Apex was a true supercar from every conceivable angle but the car’s birth proved difficult. In fact for its short life, drama and tragedy clung to the cars flanks, fortunately bowing out on a high, but we’re getting ahead of ourselves. Let’s Continue reading “Born of Frustration”
Let’s wind the clock back to see some thoughts on the SC from our recent history.
The RAC in 2008 said the car was “too soft for Europe” in both style and set up. Honest John (no date specified) thought red best to show off the shapely curves, whereas What Car? opined that non-metallic colours were less desirable, avoid red like the plague and choose black. Ok…
Parker’s have their Pro’s and Con’s section right at the top. Clear and concise, splendid. Pro’s: “Superbly built and reliable, excellent refinement and smooth V8“. Con”s: “Ugly (don’t Continue reading “10, 8, 6… (Part Two)”
Today’s Sunday sermon comes as something of a compare and contrast. Admittedly it also lays itself open to accusations of shooting fish in a barrel, but I’m prepared to take that risk. Here at Driven to Write, we have something of a soft spot for underdogs. However, some are more equal than others, and in the case of Lexus and in particular, the flagship LC 500, its continued lack of appeal to European eyes is mystifying.
In the year to June, the LC posted perhaps the greatest sales drop (58.5%) of any make or model across Europe. Which is proof, if proof were required that people’s taste is in their… well, perhaps you ought to Continue reading “Sublime to Ridiculous”
Our Sheffield correspondent’s urgent mission for Myristica fragrans is disrupted by something shiny and yellow.
Gulp. Sharp intake of breath. No, not because talking to the salesman makes me nervous but my first design review for this oftentimes design-centric website. If you have yet to see my takes on design, prepare to be deflated. I like what I see. Well, sometimes. Then again, sometimes I’m horrified by what’s presented in front of me. But in this particular instance I liked – a lot.
An errand into town forced me past the row of car dealerships that inhabit the fringes of town. Virtually every make is available within a three mile corridor and if you can’t Continue reading “Nut Job”
As Germany’s full-sized luxury GTs lurch further into decadence and creative atrophy, we appraise (and praise) a Lexus.
Heritage has become something of a double edged sword for carmakers nowadays. On one hand, it acts as emotional anchor for a marque’s visual identity, and employed with sensitivity and skill, lends a tremendous richness to what marketers might choose to describe as the ‘brand narrative’.
On the other hand however, the anchor analogy can also have a regressive influence, dragging the marque backwards, preventing designers from updating or reinventing a set of visual cues which may over time have lost relevance.
Toyota’s late-’60s image builder comes under the DTW zoom-lens.
Commercially speaking, Toyota seems to have fared perfectly well without image-building halo cars. While enthusiasts have been well served by numerous performance models over the decades, the Japanese car giant eschewed outright exotics. Not so fast though. As long ago as 1965, crowds at the Tokyo motor show were enraptured by the introduction a sleek and beautifully proportioned coupe from that most conservative of Japan’s burgeoning manufacturers. Deliveries began two years later, but by the decade’s end, after a mere 337 cars, the Toyota 2000GT evaporated from view as quickly as it emerged. Continue reading “Theme: Japan – Toyota’s First Supra-Car”