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Toyota FA
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The Toyota FA and BA were heavy duty trucks introduced in February 1954. They were facelifted versions of the earlier BX/FX trucks, retaining those trucks Type B and Type F six-cylinder petrol engines. The first letter in the model name indicates the engine family fitted; in 1957 the Type D diesel engine was introduced in a model known as the DA. The second letter indicated the size of the truck, with shorter medium duty versions being coded BC/FC/DC. A second letter "B" was used on bus versions of this chassis. A second generation FA/DA was introduced in 1964 and was built in Japan until 1980, when Hino replaced Toyota's heavier truck lines entirely. The DA, however, was also built in numerous other countries and manufacture continued into the first decade of the 21st century.

First generation (1954)

[edit]
Toyota BA/FA/DA (first generation)
Overview
TypeTruck
ManufacturerToyota
Also calledToyota BC/FC/DC
Production1954–1964
AssemblyToyota Koromo plant
Body and chassis
ClassClass 3 truck
Body style2-door truck
RelatedToyota BB/DB/FB buses
Powertrain
Engine
  • 3.4 L B petrol I6 (BA/BC)
  • 3.9 L F petrol I6 (FA/FC)
  • 5.9 L D diesel I6 (DA/DC)
  • 6.5 L 2D diesel I6 (DA)
Chronology
PredecessorToyota BX/FX
Successor

Introduced in February 1954, the original models were 4-or-4.5-tonne (8,800 or 9,900 lb) trucks (BA and FA respectively) on a 4,150 mm (163 in) wheelbase.[1] Visible changes vis-a-vis the earlier BX and FX trucks were mainly limited to a new grille, but the 3878 cc (236.7 cu in) F engine in the FA was upgraded, gaining ten horsepower for a total output of 105 PS (77 kW) at 3000 rpm. The BA's 3386 cc (206.6 cu in) Type B engine still produced 85 PS (63 kW) at 3000 rpm. In March the 2.5-tonne (5,500 lb) BC model was added, followed by the F-engined FC in June.[1] The BC and FC have a 3,000 mm (120 in) wheelbase and were often used as tractor units.

Toyota FA80 (1959-1961)

The heavier FA sold very well in a changing Japanese trucking market which was moving to larger loads and greater distances.[2] Accordingly, in September 1954 Toyota lengthened the FA's chassis and upgraded it to carry 5 tonnes, renaming it the FA5.[1] The smaller BA and BC were discontinued in February and July 1956. Also in February 1956, the FA5 was facelifted with a wider grille and equipped with a transmission with synchromesh on second through fourth gear (a first for the segment in Japan) and renamed the FA60. The new name did not reflect a change in payload, which remained at 5 tonnes (11,000 lb). Simultaneously, the lighter FC received similar changes, becoming the FC60 in the process. The FC60 became the FC70 in January 1958, reflecting an increased compression ratio and a power increase to 110 PS (81 kW) for the F engine. Along with a payload upgrade to 3 tonnes (6,600 lb) it was renamed the FC80 in November 1959. This was kept in production until September 1964, when it was replaced by the second generation FC100. The FA60 became the FA70 in January 1958, with the same engine upgrade as for the FC70.[3] The heavier part of the F-engined range was split into two in September 1959, with the FA80 and FA90 being built to handle 5 or 6 tonnes (11,000 or 13,000 lb) respectively; these model codes were again maintained until the first generation was replaced.

In March 1957 the diesel-engined DA60 was introduced. The all new "D" engine was a pre-combustion diesel straight-six displacing 5890 cc (359 cu in) and producing 110 PS (81 kW) at 2600 rpm.[4] The DA60 also prompted Toyota to introduce the new Toyota Diesel Store sales network, which remained until 1988 and was the exclusive distributor of Toyota's diesel-engined vehicles in Japan. This became the DA70 at the beginning of 1958. As with the petrol-engined models, the diesel lineup was split into the 5-tonne DA80 and the 6-tonne DA90 in September 1959. Unlike the petrol-engined models, however, the 6-tonne diesels also received a new, larger and more powerful engine. The 2D displaces 6,494 cc (396 cu in) and produces 130 PS (96 kW).[3] There were also the long-wheelbase DA95/FA95, with 4,400 mm (170 in) between the axles. Some diesel-engined models carry an "H" suffix (such as a DA90-H); this signifies a model with a two-speed rear axle, giving a total of eight forward speeds.

Appearance

[edit]

In late 1959 the lineup was refreshed and the grille was changed to incorporate two yellow marker lights. In late 1961 (for the 1962 model year) the range was facelifted again, with a single-piece curved windshield replacing the earlier split unit. This was Japan's first heavy truck with such a fitment.[3] At the same time, the grille was stamped directly with widely spaced "TOYOTA" lettering rather than having chromed letters mounted to a red bar as earlier.

Cabover trucks

[edit]

With the sales of bonneted trucks slowing down in Japan at this time, reflecting ever more congested city streets, Toyota developed a 4-tonne (8,800 lb) cab-over version on a 3,400 mm (130 in) wheelbase.[5] Based on the medium-duty FC80 model, the new DC80C was presented in October 1963, fitted with the D-type diesel engine and a tilting cab. As with the bonneted models, the 5.9-liter D-type six-cylinder engine develops 110 PS (81 kW). Because the engine was mounted between the seats, the cabover model could only take two occupants.[6] The DC80C initially sold very well, but problems with the drivetrain as well as the chassis meant that it soon lost out to its competitors.[5] At the same time as the DC80C, the petrol-engined FC100C with 130 PS (96 kW) was also introduced. The cabovers received a facelift in September 1966.[7] The 4-ton cabover trucks were both replaced by the new Toyota Massy Dyna in September 1969.

Second generation (1964)

[edit]
Toyota FA/FC/DA (second generation)
Late South African Toyota DA116
Overview
TypeTruck
ManufacturerToyota
Also calledToyota 6000 (Australia)
Production
  • 1964–1978
  • 1970–1986 (Indonesia)
  • Until 2001 in South Africa
Assembly
Body and chassis
ClassClass 3 truck
Body style2-door truck
RelatedToyota DB/DR buses
Powertrain
Engine
Dimensions
Wheelbase
  • 3,400 mm (133.9 in) (FC-series)
  • 4,100 mm (161.4 in) (100/110-series)
  • 4,300 mm (169.3 in) (115-series)
  • 4,500 mm (177.2 in) (116-series)[8]
Chronology
PredecessorToyota BA/DA/FA (first generation)
SuccessorHino 600

Appearing in September 1964, the second generation adopted a new squared-off cab with twin headlights. Wheelbases were adjusted upwards, to 4,100 and 4,300 mm (161 and 169 in). The longest wheelbase was installed in the 115-series, the shorter ones were 100- and 110-series. The chassis remained mostly the same as the previous model but was modified for increased rigidity and the suspension was strengthened.[9] The glass area of the cabin was increased and a dished steering wheel was adopted for safety. These moves were intended to make the truck a more capable proposition on Japan's newly developed highways.[10]

At the time of introduction, there were six main models available: The 100-series is a 5-tonne (11,000 lb) truck, fitted with either the F or the D engine. The 110- and 115-series are rated for 6 tonnes (13,000 lb), and received the F or the larger 2D diesel engine. A month after the heavy-duty models, the 3.5-tonne (7,700 lb) FC100 was introduced. Power output for the F as well as the 2D engines were 130 PS (96 kW) at the time of introduction.[6] The diesel unit, however, offered considerably higher torque, at 40 kg⋅m (392 N⋅m; 289 lb⋅ft) versus 30 kg⋅m (294 N⋅m; 217 lb⋅ft).[11] The 5.9-liter D engine produces 110 PS (81 kW) and 35 kg⋅m (343 N⋅m; 253 lb⋅ft) of torque at 1200 rpm.[12] In June 1965, the extra long-wheelbase, 6-tonne DA116 was introduced.[13]

The FC100 was taken out of production in March 1974. Around this time, the series was also facelifted. The new models have a grille with four central openings flanked by six openings on either side, rather than the earlier seven-bar grille. The engine badges were removed from the front fenders, and the identification script between the door and the bonnet now read simply "TOYOTA" rather than TOYOTA 5000 or 6000 depending on the weight rating. In January 1975, petrol-engined FAs changed over to the 4.2-liter 2F engine. In April 1977 the 2D engine was thoroughly overhauled, to further increase reliability over the earlier, somewhat troublesome Toyota diesels.[14]

Petrol-engined Toyota FA100 fire engine in Thailand. In many markets, petrol engines were reserved for such applications where quick starting and strong performance were essential.

Japanese production of the second generation DA/FA ended in 1978 in favor of subsidiary brand Hino Motors, and likely because bonneted trucks in this segment were falling out of favor in Japan during these years. The DA/FA was also assembled in several other countries, however, including but not limited to Indonesia, Thailand, Kenya, and South Africa. In Indonesia it was nicknamed "Toyota Buaya" (Alligator Toyota or Crocodile Toyota), a reference to the alligator-style bonnet.[15] Indonesian sales officially began in January 1970 under the auspices of Astra International until the formation of the Toyota Astra Motor (TAM) joint venture in 1971. TAM built a dedicated plant for the FA/DA in 1973 and exported SKD kits to various countries, including Nigeria and Australia.[15] Indonesian models were facelifted in 1976 and post-facelift models were painted moss green as standard; they continued in local production until 1986.[15]

Kenyan assembly began in 1977, while South African-made trucks began using locally made engines in May 1982.[16] Production in South Africa continued until 2001, over twenty years after Japanese manufacture had ended.

Under Toyota's partnership with Hino, the next bonneted truck of both companies would not come out until 2004 - when the Hino 600 started being produced.

Cabover trucks

[edit]

There was also a cabover 6-tonne (13,000 lb) version, called the FA115C or DA115C depending on engine fitment. They sit on a 4,300 mm (169 in) wheelbase and were introduced in September 1964; the DA115C received the enlarged 2D diesel engine with 130 PS (96 kW).[17] After an engine revision in April 1977, this engine produced 160 PS (118 kW) at 2800 rpm and torque increased to 45 kg⋅m (441 N⋅m; 325 lb⋅ft) at 1400 rpm.[18] The DA115C was kept in production until February 1980.[17] It thus outlived the bonneted FA/DA-series which it preceded. The 6-tonne cabovers have a longer cab to accommodate a small sleeping area behind the front seats. There are also period brochures from 1963/1964 showing a 5.5-tonne (12,000 lb) model called the DA95C, using the 2D engine and a version of the DA115C cab with unusual additional small windows flanking the grille.[3]

References

[edit]
Revisions and contributorsEdit on WikipediaRead on Wikipedia

Toyota FA

View on Grokipedia
from Grokipedia
The FA was a series of heavy-duty trucks manufactured by Motor Corporation, introduced in February 1954 as an upgraded facelift of the earlier BX and FX models to meet growing demand for larger capacities in post-war . These trucks were designed for commercial use, featuring inline-six and robust chassis suitable for 5-ton loads, with the initial FA variant equipped with a 3.9-liter Type F producing 105 PS at 3,200 rpm. Production occurred at Toyota's Koromo (now Honsha Plant), and the lineup included -powered FA and BA models alongside diesel variants like the DA, reflecting Toyota's early expansion into the heavy truck market. The first-generation FA trucks underwent several enhancements during their decade-long run until 1964, including the September 1954 introduction of the 5-ton FA5 model with a remodeled body, followed by the 1956 FA60 variant that incorporated Japan's first synchromesh transmission in a large for smoother gear shifts and a wider grille for improved . In 1957, the diesel-powered DA60 joined the lineup with a 5.9-liter delivering 110 PS, enhancing and for demanding freight operations. By 1956, production of the lighter BA and BC gasoline models was discontinued, streamlining the focus on heavier-duty configurations. A second-generation redesign debuted in September 1964 as the FA100 series, featuring minor but iterative improvements such as increased power output to 130 PS from the refined Type F engine at 3,600 rpm, larger dimensions (7,270 mm length, 2,385 mm width, 2,420 mm height), and a mass of 4,055 kg to support evolving needs. This generation retained the layout for maneuverability in urban settings and continued production until 1980, when Toyota's heavier truck lines were transitioned to its affiliate for specialization. The FA trucks played a pivotal role in Toyota's recovery and global export efforts, solidifying the 's reputation for reliable commercial vehicles.

History

Origins and development

The Toyota FA truck emerged as a direct evolution from the earlier BX and FX models, which were introduced in August and September 1951, respectively, as Toyota's initial post-war heavy-duty offerings. The BX utilized a Type B petrol engine delivering 82 horsepower, paired with a 4,000 mm wheelbase and a maximum payload of 4 tons, but its modest power output and structural limitations hindered efficiency in demanding transport tasks amid Japan's industrial rebuilding efforts. The subsequent FX addressed some shortcomings by incorporating the more robust Type F engine rated at 95 horsepower, yet both predecessors struggled with insufficient durability and capacity to fully meet the escalating needs of commercial hauling in a rapidly recovering economy. These constraints in handling—limited to around 4 tons—and drove Toyota's team to initiate a comprehensive redesign starting in 1952, focusing on internal development to enhance overall reliability without relying on external partnerships. By 1953, efforts centered on refining strength and integration to support heavier loads while adapting both and bonneted configurations for improved urban maneuverability, reflecting the narrow streets and dense logistics demands of Japanese cities. The resulting FA, launched in February 1954 alongside its sibling the BA, marked Toyota's debut dedicated heavy-duty series, initially powered exclusively by petrol engines to prioritize immediate availability and simplicity in production. Key engineering objectives for the FA emphasized bolstering durability through a reinforced frame and elevating load capacity to 4.5 tons, enabling broader industrial and commercial applications as Japan's economy expanded in the mid-1950s. This petrol-centric approach, integrating an upgraded version of the Type F engine, allowed for quicker deployment to capitalize on surging demand for reliable transport vehicles in reconstruction projects and emerging manufacturing sectors. Diesel variants would follow later, but the initial focus ensured the FA's role as a foundational heavy-duty platform tailored to the era's economic revival.

Production timeline

The Toyota FA entered production in April 1954 at the Koromo Plant in , as a 4.5-tonne medium-duty model succeeding earlier BX/FX designs. The first generation was manufactured there from 1954 to 1964, with annual output ramping up alongside Toyota's overall vehicle production, which reached 101,194 units company-wide in fiscal 1959. In February 1956, the lineup received a minor remodel as the FA60 series, introducing a synchromesh transmission—the first such feature on any Toyota truck—to improve shifting reliability. This update built on the original Type F petrol engine while enhancing drivetrain durability for commercial use. Diesel variants expanded the series in 1957 with the launch of the DA60 model on , utilizing the new Type D engine; this complemented the existing BA petrol model and was supported by the establishment of the Diesel dealer network, which began operations that year with nine outlets dedicated to diesel commercial vehicles. Minor facelifts followed in 1959 and 1961, primarily involving grille redesigns to modernize the front aesthetics without major mechanical changes. The second generation debuted in 1964 with squared-off cab designs and continued production at the Koromo Plant until 1978 in , when —then a affiliate—assumed responsibility for heavier lines, phasing out the FA in favor of integrated Hino models. Assembly persisted in select international markets, including until 1986 and until 2001, adapting to local demands for durable medium-duty trucks. A 1974 facelift refreshed the cab with updated styling for improved driver comfort and visibility.

First generation (1954–1964)

Design and body styles

The first-generation Toyota FA series utilized a conventional ladder-frame construction, providing durability for heavy-duty transport tasks. This design featured pressed rails with cross-members, supporting wheelbases ranging from 3,000 mm to 4,150 mm across variants to balance stability and maneuverability. Payload capacities for the BA and FA models started at 4 to 4.5 tonnes respectively, with subsequent upgrades in extending capabilities to 5 tonnes for the lengthened FA5 configuration. Reinforced frame elements enhanced load-bearing strength, incorporating additional bracing for demanding applications like and . The series indicated engine type (B for Type B petrol, F for Type F petrol, D for Type D diesel) and body style (A for bonneted, C for ), resulting in variants such as BA/FA (bonneted petrol), FC/BC ( petrol), and later DA/DC (diesel). Body styles in the series included both bonneted and cabover configurations to suit diverse operational needs. The bonneted BA and FA models, with their forward-mounted and longer hoods, were optimized for long-haul and accessibility, offering greater stability on highways. In contrast, the cabover BC and FC models prioritized urban maneuverability through a shorter overall length and tighter , making them ideal for deliveries; for example, the base FC measured 5,445 mm in length, 2,190 mm in width, and had a 3,000 mm . In 1963, Toyota introduced the cabover DC80C model as an evolution within the first generation, featuring a medium-duty design with improved visibility and a 5,890 cm³ integration for enhanced performance in confined spaces. The cab design adopted an initial rounded aesthetic with forward controls, promoting driver comfort and visibility in a compact . For the base FA, overall dimensions included a length of 7,040 , width of 2,230 , and height of 2,250 , with the cab mounted ahead of the in bonneted variants or directly over it in cabovers. Load body options encompassed standard flatbeds for general , tipper dumps for aggregate , and specialized bodies such as or stake configurations tailored for sites. Safety features emphasized reinforced rails and frame extensions to handle heavy loads securely, while mounting—such as the Type F unit in the FA—ensured balanced weight distribution without compromising structural integrity.

Engines and specifications

The first-generation Toyota FA trucks utilized inline-six petrol engines designed for robust industrial performance. The series included the Type B engine in BA/BC models, displacing 3.4 liters (3,389 cc) with a of 6.4:1, producing 85 PS at 3,000 rpm and 22.5 kg⋅m (221 N⋅m) of . The FA/FC models were equipped with the Type F engine, a 3.9-liter (3,878 cc) unit with 105 PS at 3,200 rpm and 28.5 kg⋅m (280 N⋅m) of at low RPMs, enhancing low-end power for heavy-duty applications while maintaining of approximately 15-20 L/100 km under loaded conditions for industrial use. Diesel powertrains were introduced in 1957 with the Type D engine for DA/DC variants, featuring a 5.9-liter (5,890 cc) displacement, 17.2:1 , and 110 PS at 2,600 rpm, providing superior for demanding commercial tasks. The employed with axle ratios optimized for payloads up to 5 tons, prioritizing low-speed for urban delivery and off-road utility. Starting in with the FA60 remodel, a 5-speed with synchromesh gears was implemented, marking the first such feature in large Japanese trucks and improving driver control during frequent gear changes. Performance characteristics included top speeds of 70-80 km/h, adequate for commercial routes, and fuel consumption rates of 15-20 L/100 km, reflecting the era's focus on over high efficiency. Braking relied on standard systems across all wheels, providing reliable stopping power for loaded vehicles. The body style contributed to a tight turning radius, aiding maneuverability in confined industrial areas. These trucks adhered to Japanese standards under the Road Vehicles Law of 1951, which mandated basic construction integrity, lighting, and braking requirements for type approval, while emissions controls remained minimal until CO regulations in 1966.

Second generation (1964–1980)

Redesign and features

The second-generation Toyota FA, launched in September 1964, marked a significant redesign of Toyota's large-size trucks, introducing the FA100 and DA100 models with dynamic styling tailored for the emerging highway era. The cab adopted a modern, linear exterior profile featuring four headlamps for a refreshed appearance, while the overall cab height increased to 2,420 mm to enhance driver positioning and visibility. This squared-off cab design improved the aesthetic alignment with contemporary passenger vehicles and provided better forward visibility compared to the first generation's more rounded form. Chassis enhancements focused on durability and versatility, incorporating a newly designed rigid frame that was reinforced for heavier loads and rougher road conditions. Wheelbases were extended across variants, with the FA100 measuring 4,100 mm to support expanded cargo capacities of 3.5 to 6 tonnes, and suspension systems were upgraded for improved stability on uneven . These changes allowed the to handle diverse commercial applications more effectively while maintaining maneuverability. Interior updates emphasized driver comfort with ergonomic seating arrangements and basic instrumentation panels inspired by passenger car layouts, fostering a more user-friendly cabin environment. The capacious design further supported quick servicing, contributing to the truck's operational reliability. Production of the second generation ended in 1980, when Toyota transitioned its heavier truck lines to affiliate for specialization.

Variants and powertrains

The second-generation Toyota FA series encompassed a diverse array of variants and powertrains, adapting to regional preferences and operational needs across its production from 1964 to 1980. Petrol-powered models primarily utilized the Type F inline-six engine, a 3.9-liter water-cooled overhead-valve unit delivering 130 PS at 3600 rpm, which represented significant advancements in torque output and compared to the first-generation's Type B engine. In 1975, the series transitioned to the enlarged 4.2-liter 2F variant of the F family, maintaining similar power levels while enhancing low-end torque for heavy-duty hauling. Diesel configurations focused on reliability and economy for long-haul , starting with the Type D inline-six in DA models—a 5.9-liter pre-combustion chamber design producing 110 PS at 2600 rpm. Later upgrades included the 6.5-liter 2D diesel, offering 130 PS in cabover DA115 variants and emphasizing superior for extended routes. The lineup distinguished between bonneted FA and DA configurations, favored for export markets due to easier engine access and serviceability, and cabover styles like the FA115C and DA115C, optimized for Japan's narrow streets and regulatory requirements on overall vehicle length. Specialized body styles, such as dump trucks, were available on both chassis types to support and industrial payloads typically ranging from 5 to 6 tons. Over the production span, drivetrain options evolved with transmission upgrades to 6-speed manuals in later models for refined shifting and load management. Performance emphasized durability over speed, with governed top speeds around 90 km/h and payload-optimized setups; engines were progressively modified for compliance with 1970s emissions standards, incorporating refinements like improved chambers.

Legacy

Global markets and exports

The Toyota FA series played a pivotal role in Toyota's early international expansion, with trucks comprising the majority of the company's exports during the , particularly to Asian markets as demand grew alongside Japan's postwar economic recovery. Shipments of heavy-duty models like the FA began reaching and other regions shortly after its debut, helping to build Toyota's reputation for reliable commercial vehicles in developing economies. In , the second-generation FA (known locally as "Truk Buaya" or "Crocodile Truck") arrived in 1965, initially as imports before local assembly commenced under PT from 1969 to 1971, and subsequently by PT Toyota-Astra Motor (TAM) starting in 1971. TAM established a dedicated facility for the FA and related DA models in 1973, producing variants adapted for local conditions, including reinforced , wider wheelbases, improved suspension for rough roads, and enhanced cabin visibility to suit tropical climates and heavy-duty use. The diesel-powered DA100, equipped with the robust 6.5 L 2D inline-six engine, became a staple for commercial and applications, while gasoline versions like the FA100 used 1F (3.9 L) or 2F (4.2 L) six-cylinder engines. These Indonesia-specific adaptations underscored Toyota's strategy of tailoring vehicles to regional needs, with SKD kits also exported from the plant to markets including and . The FA was also assembled in other countries, including and , expanding its presence in emerging markets. The FA's global reach bolstered Toyota's foothold in the commercial vehicle sector, where it competed effectively against established rivals like and trucks by emphasizing durability and affordability for emerging markets. In , its assembly until 1986 contributed significantly to Toyota's market dominance in Southeast Asia's and industries, paving the way for broader adoption of Toyota heavy-duty vehicles. However, production faced headwinds from evolving policies and local content requirements, leading to the model's phase-out in the late 1980s as Toyota shifted toward newer platforms.

Successors and influence

In Japan, the Toyota FA series was discontinued in as part of the deepening integration with following their 1966 capital alliance, with Hino assuming responsibility for Toyota's heavier truck lines under the Hino Super Dolphin Profia series for heavy-duty segments. This transition integrated the FA's design principles into Hino's portfolio, allowing Toyota to streamline its commercial vehicle offerings while relying on Hino's specialized expertise in truck development. Globally, the FA's phase-out varied by market. In production ended in 1986 and in until 2001, before transitioning to the for lighter applications and newer Hino models for medium- and heavy-duty needs, reflecting Toyota's strategy to consolidate under Hino's truck branding. The FA's configuration left a lasting technological legacy in modern and Hino trucks, such as the series, where its compact design continues to influence urban delivery and heavy-haul efficiency. Additionally, the durability standards set by the FA's F- and D-series engines evolved into subsequent powertrains, contributing to Toyota Group's reputation for long-lasting commercial engines. Culturally, the FA played a pivotal role in Japan's industrialization by providing essential heavy transport for economic reconstruction in the and , symbolizing the nation's shift toward modern logistics. Preservation efforts today include enthusiast restorations and displays at automotive museums, underscoring the model's historical value as a cornerstone of 's early commercial success. The FA's market legacy established foundational reliability benchmarks that propelled —via Hino—to dominance in Asian heavy-duty segments, enabling sustained leadership in regional sales through enduring design and performance innovations.

References

  1. https://www.toyota-global.com/company/history_of_toyota/75years/vehicle_lineage/car/id70000009/index.html
  2. https://www.toyota-global.com/company/history_of_toyota/75years/vehicle_lineage/car/id70000010/index.html
  3. https://en.toyota-club.eu/model/toyota-fa-81
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  12. https://redlinelandcruisers.com/toyota-f-1f-engine-1949-1975/
  13. https://www.toyota-global.com/company/history_of_toyota/75years/text/taking_on_the_automotive_business/chapter2/section8/item2_c.html
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  15. https://toyota-club.net/files/faq/10-10-15_faq_eco-class_eng.htm
  16. https://www.toyota-global.com/company/history_of_toyota/75years/text/entering_the_automotive_business/chapter1/section3/item5.html
  17. https://www.toyota-global.com/company/history_of_toyota/75years/vehicle_lineage/car/id60014963/index.html
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  20. https://otodriver.com/mobility/truk/2022/inilah-truk-buaya-inidjdhiaya
  21. https://www.toyota-global.com/company/history_of_toyota/75years/data/automotive_business/production/production/overseas/overview/asia.html
  22. https://www.toyota-global.com/company/history_of_toyota/75years/text/entering_the_automotive_business/chapter1/section2/item4.html
  23. https://www.hino-global.com/corp/about_us/milestones.html
  24. https://repair.diesellaptops.com/hino-truck-models-explained/
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  26. https://www.hino-global.com/corp/about_us/hinoandtoyota.html
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