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Toyota knew how to throw endless dollars at a race engine

6 June, 2017


The ‘90s saw Toyota produce some of their finest engine work — it spawned the 1JZ and 2JZ, beams 3S-GE, 20-valve 4A-GE silver- and black-top … the list can go on forever.

But we’re willing to bet a decent chunk of money (the $3.20 of change sitting in my desk drawer) one that has yet to blip up on your radar is the R36V.

But that’s just a byproduct of  racing engines from Japanese carmakers not getting the same kind of love as their road-going counterparts, and hey, that makes perfect sense – Johnny Tuner may 4A-GE swap their Corolla, or cram a 1J into their Cressida, but they’re highly unlikely to get their hands on a near-on 1000hp powerplant like that of the R36V.

The R36V was based on a previously built 3.2-litre version (R32V) that was introduced by Toyota in 1990 for the Le Mans 24-hour race, World Sports Prototype Car Championship (WSPC) and the All Japan Sports Prototype Championship (JSPC). While Toyota had previously been campaigning a 3S-GE, restrictions on race fuels meant Toyota wanted to look towards larger displacement hearts.

This spawned the development of the R32V, and although it saw victory in 1988 and 1989, Toyota deemed it impossible to win a JSPC championship with. Subsequently, a revised 3.6-litre version known as the R36V was introduced as its replacement in 1990. Chuffed up by a CT 26RT twin-scroll snail and pumping out upwards of 800ps, it was crammed into the 92C-V prototype car. Three cars were entered into the 1992 All Japan Sports Prototype Championship and managed four top-three finishes out of the six races, but did not manage a win —  eventually allowing Nissan to win the championship title for the third consecutive year.

With the demise of Group C 1994, Toyota updated two cars and ran them as the Toyota 94C-V under the new 24 Hour of Le Mans  LMP1 class. Achieving a one-two finish for their class, car #1 finished second overall — almost winning Le Mans.

While it raced at other events throughout its lifespan, its last outing of note was the
Suzuka 1000km in 1994 where it was retired due to mechanical issues.

The R36V was one of those mind-bending never-to-be-repeated projects during Japan’s bubble years, where automakers threw insane amounts of money at race engines and they chassis the adorned. It was truly a time of glory-seeking race cars that we hadn’t seen before, and never really have since.


Taipan – surpassing interest

“It’s merely a passing interest,” insists Selby — despite owning three variants of the classic VW Beetle, including an unusual VW van that was sold as a body kit for a Subaru. In his defence he points to a 1961 Ford Thunderbird, a car that he converted to right-hand drive. However, on the VW side of the ledger, since he opened Allison Autos in Whanganui 27 years ago, Selby has built 15 VW-powered Formula First cars, followed by a beach buggy, restored a derelict Karmann Ghia, and hot-rodded a common or garden Beetle into something that has to be seen to be believed. As speed is not something generally associated with classic VWs, though, Selby is still waiting for this particular modification to catch on amongst the hot rod faithful.

Travelling companion

It’s easy to see why the Morris Minor Traveller was one of the best-loved variants of the Morris Minor. Introduced in 1953, it was equipped with the same independent torsion bar front suspension, drum brakes, and rack and pinion steering as its saloon sibling but, with their foldable rear seat increasing versatility, many Travellers were used as trade vehicles, says Derek Goddard. Derek and Gail Goddard, the owners of this superbly restored example, have run Morris Minors since before they were married in 1974.
“Our honeymoon vehicle was a blue Morris Minor van — it was a rust bucket,” says Derek.