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A replica of Toyota G1 in Toyota Museum

The Toyoda G1 (Toyota G1) was the first truck built by the company that became Toyota. It was 6 m (20 ft) long, could carry 1.5 tons, and was loosely based on similar class Ford and GM trucks.

The G1 was succeeded by a line of similar Toyota trucks as technology progressed. The entire series was replaced by the BM truck in 1947.[1]

G1

[edit]
Toyoda G1
Overview
ManufacturerToyoda (later renamed Toyota)
Production1935–1936
Body and chassis
ClassMedium truck (1½-ton truck)
Body style2-door cab, various bodies
LayoutFront-engine, rear-wheel-drive
Powertrain
Engine3.4 L Type A I6
Dimensions
Wheelbase3,594 mm (141.5 in)[1]
Length5,950 mm (234.3 in)[1]
Width2,191 mm (86.3 in)[1]
Height2,219 mm (87.4 in)[1]
Curb weight2,470 kg (5,445 lb)[1]
Chronology
SuccessorToyota GA

Kiichiro Toyoda's desire was to produce automobiles. Unfortunately, the A1 passenger car that was under development in 1935 was unlikely to sell well due to Japan's underdeveloped economy. Work still progressed on the A1 but emphasis was shifted to a truck derived from the same engine and chassis (slightly lengthened).[2]

The financial resources of the parent company, Toyoda Automatic Loom Works, were stretched almost to breaking point and large loans were required to put the G1 into production at the Kariya loom factory. The total cost of the G1 development was well several times the annual profits of Toyoda.

The G1 was sold as a Toyoda. The company changed its name from Toyoda to Toyota at the introduction of the G1's successor, the GA.

Since this was Toyoda's first production vehicle at the loom works factory, there were still many problems to be solved. When the first production examples were driven to Tokyo for the motor show, they were packed with many spare parts. These spare parts were in case something broke during the trip - luckily only a few replacement parts were required. Early sales were mostly to people who were sympathetic to local manufacturers and who were willing to endure many failures. To support them, design engineers from the factory were often sent to do repairs in order to learn which parts needed the most attention. For example, broken rear axle housings were common until new welding methods were developed. Repairs were done for free and sometimes entire trucks were replaced for free. Rectifications were then applied as running changes on the production line, reflecting Toyota's "5 Whys" problem solving philosophy.

Dates and Production Figures

[edit]

The G1 prototypes were completed in August 1935,[1] shown to the public in November 1935,[1] and released for sale in December 1935. This was just in time to meet the government deadline for licensing motor vehicle producers. 379 examples of the G1 were built[1] before production ended in August 1936.[3]

Mechanicals

[edit]

The G1 used the 3389 cc Type A six-cylinder engine that was also used in the A1 and AA. It produced 65 hp (48 kW) at 3,000 rpm.[1]

A single solid axle housing with 2 single wheels was used at the front while a single solid axle housing with 2 pairs of double wheels was used at the rear.

DA bus

[edit]
Toyoda DA bus
Overview
ManufacturerToyota
Production1936-1940
Body and chassis
ClassBus
Powertrain
EngineType A I6
Dimensions
Wheelbase3,594 mm (141.5 in)
Length6,700 mm (263.8 in)
Width2,100 mm (82.7 in)
Height2,590 mm (102.0 in)
Curb weight1,630 kg (3,594 lb)

A bus based on the G1 chassis, with a lowered floor. Bus bodies were built by several manufacturers; one manufacturer's body seated 21 passengers.[4] (The DA bus should not be confused with the much later DA truck line introduced in the later 1950s.)

Dates and Production Figures

[edit]

The DA bus was introduced in January 1936[4] and was discontinued in September 1940.[5]

Mechanicals

[edit]

Similar to the G1.

GA

[edit]

A minor update to the G1.

Dates and Production Figures

[edit]

The GA replaced the G1 in September 1936[6][7] and was discontinued in September 1940.[3]

Mechanicals

[edit]

Similar to the G1.

GY

[edit]

A version of the GA with the wheelbase shortened to 3,300 mm (129.9 in).[8]

Dates

[edit]

The GY was introduced in May 1937[8] and was discontinued in November 1940.[3]

Mechanicals

[edit]

Similar to the GA.

GB

[edit]
Toyota GB
Overview
ManufacturerToyota
Production1938–1942
Body and chassis
ClassMedium truck (2-ton truck)
Body style2-door cab, various bodies
LayoutFront-engine, rear-wheel-drive
Powertrain
Engine3.4 L Type B I6
Dimensions
Wheelbase3,609 mm (142.1 in)[9]
Length6,412 mm (252.4 in)[9]
Width2,190 mm (86.2 in)[9]
Height2,220 mm (87.4 in)[9]
Curb weight2,600 kg (5,732 lb)[9]

Improved version of the GA, introduced in December 1938, with a redesigned front end, greater length, a slightly longer wheelbase of 3,609 mm (142.1 in), and a new 75 PS (55 kW) Type B engine, a more powerful version of the Type A engine with a higher compression ratio. In January 1940 the engine was further upgraded to 78 PS (57 kW) and the chassis was refined.[9]

Dates and Production Figures

[edit]

Production was 19,870 units between December 1938 and April 1942.[7][10]

Mechanicals

[edit]

Similar to the GA, except for the changes mentioned above.

DB bus

[edit]

A bus based on the GB chassis, otherwise similar to the previous DA bus.[11] (This DB bus should not be confused with Toyota's much later DB line of diesel buses introduced in the later 1950s.)

Dates and Production Figures

[edit]

The DB bus was introduced in June 1939[11] and was discontinued in September 1941.[5]

Mechanicals

[edit]

Similar to the GB.

HB

[edit]

A version of the GB with the wheelbase shortened to 3,300 mm (129.9 in). A bus was also built on this chassis.[12]

Dates

[edit]

The HB was introduced in November 1939[12] and was discontinued in May 1941.[3]

Mechanicals

[edit]

Similar to the GB.

KB

[edit]
Toyota KB
Overview
ManufacturerToyota
Production1942–1944
Body and chassis
ClassMedium truck (4-ton truck)
Body style2-door cab, various bodies
LayoutFront-engine, rear-wheel-drive
Powertrain
Engine3.4 L Type B I6
Dimensions
Wheelbase4,000 mm (157.5 in)[13]
Length6,458 mm (254.3 in)[13]
Width2,190 mm (86.2 in)[13]
Height2,235 mm (88.0 in)[13]
Curb weight2,720 kg (6,000 lb)[13]
Sunken Toyota KB truck in Chuuk Lagoon, Micronesia

Introduced in March 1942, the KB was the replacement for the GB. Designed to meet the military's demand for heavier trucks, its payload was increased to four tons, and its wheelbase was extended to 4,000 mm (157.5 in).[13] The body was still made from steel but was of a simpler design with fewer curves.

Dates and Production Figures

[edit]

Production was 21,130 units between the KB's introduction in March 1942 and its discontinuation in March 1944.[1][14][15]

Mechanicals

[edit]

Similar to the GB, except for the changes mentioned above.

LB

[edit]

A version of the KB with the wheelbase shortened to 3,594 mm (141.5 in), the same as that of the preceding GB. This shorter chassis was also intended to be used for buses and specialized trucks.[16]

Dates

[edit]

The LB was introduced in April 1942[16] and was discontinued in December 1943.[3]

Mechanicals

[edit]

Similar to the KB.

KC

[edit]
1945 Toyota Model KC Truck
Scale model of a Toyota KC aircraft starter truck, minus the starting equipment.
Scale model of a Toyota KC aircraft starter truck, minus the starting equipment. This is a very early version that still has curved guards over the wheels. Later versions had flat guards and a single headlight.

The KC was an update to the KB in response to official government specifications for a wartime truck. Nicknamed the "Toyota To-Ki", the KC used about thirty percent less steel, which was in short supply in Japan during the war, than preceding trucks.[17] Former Toyota trucks had a torque tube driveshaft mount, but this required steel components that were difficult to obtain under wartime conditions, so the KC switched to a Hotchkiss drive.[18] The engine cover was still metal but other body panels were made from plywood. The body design was extremely boxy, with only simple curves used on the engine cover and a flat radiator with no grill. As the war dragged on and material shortages grew worse, more of the body was built from wood, the headlamps were reduced to one, and only rear brakes were used.[18][2][10][15] However, once the war ended in August 1945, Toyota continued production of the KC without these former material restrictions.[19]

One special use for the KC truck was to start aircraft engines on Japanese military airfields, after being equipped with a Hucks starter. A power take-off was taken from after the gearbox. It rose behind the cabin and then projected forward. This was mated to the spinner on an aircraft's propeller to start the aircraft engine. Because this version of the KC wasn't used for heavy cargo, its cargo bed was narrow and the rear wheels were singles instead of the normal doubles. Also, the cabin was very basic, having plywood sides, no doors and a canvas roof. The starter truck was unique in having running boards, due to its narrow cargo bed. Hasegawa made a 1:72 scale plastic model of the KC starter truck labelled as "Starter Truck Toyota GB", even although the real GB had a curved radiator grill and more complex bodywork.

Dates and Production Figures

[edit]

The KC was introduced in November 1943.[3][14] Production continued until March 1947, when it was replaced by the BM model.[3]

Mechanicals

[edit]

Similar to the KB, except for changes mentioned above.

KCY

[edit]
Main article: Su-Ki

A military amphibious vehicle using a metal boat style hull and KC truck mechanicals.

Dates and Production Figures

[edit]

Production was 198 units between November 1943 and August 1944. [1]

Mechanicals

[edit]

The engine, gearbox, suspension and rear axle were based on the KC mechanicals. In addition, 4-wheel drive was added via a 2-speed transfer case. Water propulsion was by a PTO driven propeller. Brakes were hydraulic.

References

[edit]

Bibliography

[edit]
Revisions and contributorsEdit on WikipediaRead on Wikipedia

Toyota G1

View on Grokipedia
from Grokipedia
The G1, originally designated as the Toyoda Model G1, was the inaugural truck produced by the company that evolved into Motor Corporation, marking the firm's entry into automotive manufacturing in 1935. This 1.5-ton capacity vehicle featured a water-cooled, inline six-cylinder Type A engine with 3,389 cm³ displacement, delivering 65 horsepower at 3,000 rpm, and measured approximately 5.95 meters in length with a wheelbase of 3.594 meters. Designed under the leadership of , it was loosely based on a 1934 Ford truck chassis combined with elements from a 1933 Chevrolet engine, reflecting Japan's early efforts to build a domestic amid government encouragement from the Ministry of Commerce and Industry and the Ministry of War. Development of the G1 began in March 1935 at the Toyoda Automatic Loom Works, Ltd., with the prototype completed by August 25 of that year after intensive design work by the company's nascent automotive department. Rigorous testing followed, including a 1,260-kilometer endurance run across regions like Tokyo, Gunma, Nagano, and Yamanashi from September 13 to 18, which revealed issues such as a broken rear axle housing flange weld, highlighting initial durability challenges. Despite these hurdles—including a steering arm failure during its public presentation—the truck was unveiled to the press on November 21-22, 1935, at the Tokyo Jidosha Hotel Shibaura Garage, priced at 3,200 yen for the complete model or 2,900 yen for the chassis only. Sales commenced shortly thereafter without a formal distribution network, yet the G1's launch paved the way for Toyota's formal establishment as an independent entity in 1937 and underscored trucks as the company's initial production focus before expanding to passenger vehicles. Historically, the G1 holds significance as the foundational in Toyota's lineage, embodying the principles of continuous improvement that would later define the brand's global success, while contributing to Japan's post-World War II economic recovery through reliable commercial transport. Its production, though limited, represented a bold transition from machinery to automobiles, driven by national imperatives for self-sufficiency in vehicle manufacturing.

Overview

Introduction

The Toyota G1 was the first vehicle produced by the Automotive Department of Toyoda Automatic Loom Works, Ltd., marking the company's entry into automobile manufacturing with its introduction in November 1935. This 1.5-ton truck represented a pivotal shift for the loom-making firm, founded by , toward automotive production under the leadership of his son . In 1937, the automotive operations were spun off and reorganized as Motor Co., Ltd., solidifying the brand's focus on vehicles. The G1 initiated a series of trucks that served as Toyota's foundational lineup. This period encompassed prewar civilian applications and wartime adaptations, reflecting Japan's industrial and military demands during and 1940s. The series evolved to meet changing technological and operational needs. Key characteristics of the G1 series included payload capacities ranging from 1.5 to 4 tons, water-cooled inline-six engines delivering reliable performance, and a robust ladder-frame for durability. These trucks were versatile, with body styles adapted for standard cargo hauling, passenger buses, and military transport during . Approximately 101,000 units were produced across the variants, underscoring their significance in Toyota's early growth.

Design and Specifications

The Toyota G1 series drew design influences from early American trucks, notably the of the 1934 Ford model and the architecture of the 1933 Chevrolet, enabling under manufacturing constraints. The base model measured approximately 6 m (20 ft) in overall length, with a of 3.594 m, and employed a conventional ladder-frame patterned after the durable Ford style, incorporating a Chevrolet-type front for compatibility with the mounting and a full-floating Ford-type rear . At its core, the G1 utilized the Type A water-cooled inline-six OHV with a displacement of (3,389 cc), delivering 65 hp at 3,000 rpm, coupled to a 4-speed and layout. Suspension was provided by leaf springs, a conventional setup for the era that supported the vehicle's load-bearing requirements. The front was of Chevrolet design to align with engine integration, while the rear featured a robust full-floating configuration inspired by Ford engineering. Initial G1 models offered a standard capacity of 1.5 tons, facilitated by hydraulic drum brakes for stopping power and 6.00x20 tires for traction on varied surfaces. Body configurations centered on an open cargo bed suited to duties, with the modular design permitting adaptations for bus bodies or specialized applications such as delivery or utility variants. Later iterations within the series incorporated engine enhancements, including the Type B inline-six for improved performance.

Development and History

Prototyping and Launch

In 1933, , son of the founder of Toyoda Automatic Loom Works, decided to pivot the family business toward automotive manufacturing, establishing the Automotive Production Division on September 1 of that year to begin research and prototype development. This initiative stemmed from 's vision to apply the company's engineering expertise from textile machinery to vehicles, amid Japan's growing need for domestic automobile production. The division operated under Toyoda Automatic Loom Works until the formal creation of Toyota Motor Co., Ltd. on August 28, 1937, marking the company's full independence as an automaker. The prototyping efforts accelerated in 1935, beginning with the completion of three Model A1 passenger car prototypes in May, which served as foundational tests for Toyota's in-house and designs. Truck development followed shortly after, with design work starting in March 1935; the first Model G1 prototype was completed on August 25, 1935. To validate its reliability, the G1 underwent an intensive 1,260-kilometer test drive from September 13 to 18, 1935, which revealed issues such as rear axle weld failures but confirmed overall viability after repairs. The G1's launch occurred on November 21-22, , when the was publicly presented at the Jidosha Hotel Garage, just months after its completion. Production of initial units began in late under Toyoda Automatic Loom Works, with the offered for sale at prices of 3,200 yen for a complete and 2,900 yen for the only. Early production faced significant challenges due to Japan's nascent automotive infrastructure, requiring reliance on imported components such as frames from Ford and other spare parts from Chevrolet, while utilizing the in-house Type A engine. The G1 drew inspiration from American designs, incorporating elements like a Chevrolet-style front to accelerate development amid time constraints.

Production Context

In the , pursued policies to foster domestic automotive production as a means to reduce reliance on imports and support national industrialization, prompting government ministries to encourage companies like Toyoda Automatic Loom Works to enter the vehicle sector. The Ministry of Commerce and Industry and the Ministry of War specifically requested the development of a prototype in late , aligning with broader national efforts, including ministerial conferences in , to build an indigenous . This support facilitated Toyota's transition from loom manufacturing to automobiles, with the company accepting potential government aid while prioritizing self-reliant growth. Production of the G1 series began on a small scale at a prototype facility in Kariya, yielding just 20 units in 1935 and rising modestly to 1,142 in 1936, reflecting initial challenges in establishing assembly processes. The opening of the integrated Koromo Plant in November 1938 enabled significant scaling, incorporating casting, forging, machining, and assembly lines designed for efficient flow production, which supported annual outputs reaching 16,302 units by 1942 as demand surged. Overall, Toyota's vehicle production—predominantly trucks in this era—grew from these early figures to a cumulative total exceeding 67,000 units by the end of 1942. The Second Sino-Japanese War, erupting in , shifted G1 series output toward military applications, intensifying resource demands and raw material constraints that affected civilian availability. By 1943, acute shortages—stemming from disrupted scrap metal imports and Japan's peak domestic output of 7.65 million tons—prompted design changes. Following Japan's surrender in 1945, Allied occupation forces imposed restrictions on automotive manufacturing, banning passenger car production until 1947 while limiting output to 1,500 units monthly to prioritize reconstruction needs. Early models, adapted for wartime, saw continued but curtailed production through 1947, with annual figures dropping to 3,922 units that year amid these controls; cumulative production across early models reached approximately 93,000 units by the end of 1945 (noting incomplete variant-specific records).

Initial Truck Models

G1

The Toyota G1 truck, initially produced under the Toyoda name as the Model G1, represented the company's inaugural foray into automotive manufacturing as its first production vehicle. Completed in August 1935 and publicly announced in November of the same year, it emerged from the automotive division of Toyoda Automatic Loom Works, Ltd., which would later become the Motor Corporation in 1937. The G1's development drew inspiration from contemporary American trucks, particularly in its design, to meet Japan's growing demand for reliable haulage vehicles during the pre-war industrial expansion. Mechanically, the G1 featured a of 3,594 mm, enabling a capacity of 1.5 tons for general transport. Its body measured 5,950 mm in length, 2,191 mm in width, and 2,219 mm in height, with a curb weight of 2,470 kg. The truck was powered by the Type A engine, a water-cooled, inline six-cylinder OHV unit with a displacement of 3,389 cc (3.4 L) that delivered 65 hp at 3,000 rpm. This setup provided adequate performance for utility tasks, paired with a suited to the era's engineering standards. The design emphasized durability and simplicity, incorporating a straightforward open cab for driver protection and an unenclosed bed optimized for versatile loading in agricultural and commercial applications. Production of the G1 spanned 1935 to 1936, with a total of 379 units produced, establishing it as a limited-run prototype-derived model that laid the groundwork for refinements in the subsequent GA variant. Despite initial challenges with parts reliability, the G1's introduction solidified Toyoda's transition from loom manufacturing to vehicle production, influencing the evolution of Toyota's early lineup.

GA

The Toyota GA truck, launched in September 1936, served as a direct evolution of the G1 model, incorporating minor enhancements to address early production issues and extend its viability for commercial applications. Production ran from 1936 to 1940, with exact figures incomplete but estimated in the low thousands, reflecting Toyota's nascent automotive output during this period. Mechanically, the GA retained the core specifications of its predecessor, including the Type A water-cooled inline-six OHV with 3,389 cc displacement producing 65 PS at 3,000 rpm, a 3,594 mm , and a 1.5-ton capacity. Subtle refinements to the Type A focused on tuning for slightly improved reliability, while the overall design emphasized continuity in performance for light-duty hauling. Key unique features centered on incremental chassis improvements for enhanced durability in commercial use, notably replacing gas welding with shrink fitting for the rear axle housing to prevent failures observed in the G1. These changes bolstered longevity without altering the fundamental open truck body configuration, which featured a 5,950 mm length, 2,191 mm width, and 2,220 mm height, with a curb mass of 2,470 kg. The GA also formed the basis for the subsequent shortened GY variant.

Expanded Truck Models

GY

The Toyota GY truck was introduced in May 1937 with a wheelbase of 3,300 mm. Mechanically, the GY retained the Type A engine—a water-cooled, inline six-cylinder OHV unit with 3,389 cm³ displacement delivering 65 PS at 3,000 rpm—and a 1.5-ton capacity, ensuring no substantial alterations.

GB

The Toyota GB truck marked the first significant upgrade in Toyota's early truck series, transitioning from the lighter-duty GA model to a more robust design suited for expanded commercial applications, including inter-city hauling. Introduced as an evolution of the GA, the GB incorporated a newly developed Type B engine, providing substantially greater power while maintaining compatibility with existing manufacturing processes at the newly completed Koromo Plant. This upgrade addressed limitations in load-handling and performance, facilitating broader adoption by businesses requiring reliable medium-duty transport. Production of the GB commenced in December 1938 and continued through 1942 before wartime constraints shifted priorities. The vehicle's mechanical specifications centered on the Type B inline-six , a 3.4-liter (3,389 cc) water-cooled OHV unit delivering 75 horsepower at 3,000 rpm, later refined to 78 horsepower through enhancements in machining and components. With a of 3,609 mm and a 2-ton capacity, the GB was engineered for heavier loads, featuring reinforced front springs, an X-member frame for increased rigidity, and an improved steering worm gear to handle demanding operations. These modifications, including adaptations to the cooling system and transmission for sustained performance under load, enabled the truck to support inter-city transport effectively. Distinctive to the GB was its scaled-up chassis design, measuring approximately 6.4 meters in length, which accommodated optional enclosed cabs for driver comfort on longer routes, a feature increasingly valued in commercial fleets. The model's versatility extended to derivatives, serving as the chassis basis for the DB bus, which mounted passenger bodies on the GB's front section and frame. Overall, the GB solidified Toyota's position in the prewar truck market by balancing durability, power, and practicality.

HB

The Toyota HB was introduced in November 1939 as a shortened heavy-duty variant of the GB truck, designed for greater versatility in both and applications. Its key distinction was a reduced of 3,300 mm, which improved maneuverability compared to the GB's longer 3,609 mm configuration, while retaining a robust 2-ton capacity suitable for demanding needs. Mechanically, the HB utilized the same Type B engine as the GB—a water-cooled, inline six-cylinder OHV unit with 3,390 cm³ displacement, delivering 75 PS at 3,200 rpm for reliable performance under load. The was specifically engineered for dual-purpose use, shared with early bus models to enable adaptations like seating configurations for light passenger transport, reflecting Toyota's response to wartime demands for multi-role vehicles. This model bridged the gap between standard trucks and specialized derivatives, emphasizing compact heavy-duty utility during a period of escalating military production pressures.

Heavy-Duty and Wartime Models

KB

The Toyota KB represented a significant escalation in the G1 series toward heavy-duty capabilities, specifically engineered to 4-ton payloads in response to escalating military demands during . Introduced in March 1942 as an upgrade to the preceding GB model, the KB featured a reinforced and axles to support the increased load capacity, enabling it to transport substantial cargo over challenging conditions. Mechanically, the KB was powered by an uprated Type B inline-six engine, delivering 78 horsepower at 3,000 rpm with enhanced torque output for heavy hauling, paired with a 4,000 mm that provided stability for its 6,458 mm overall length. Production spanned from March 1942 to November 1943. The vehicle's military-oriented design included reinforcements such as higher ground clearance to navigate rough terrain, making it suitable for frontline supply operations. This long-wheelbase heavy hauler complemented the more compact LB model, which shared similar mechanical foundations but on a shorter .

LB

The LB truck, introduced as a compact variant of the KB model, was designed to provide heavy-duty transport capabilities in a more maneuverable package, enhancing logistical flexibility for military and urban operations during . Production of the LB began in April 1942, though exact production figures and end dates remain incomplete due to wartime record-keeping limitations. Mechanically, the LB shared core specifications with the KB, including the water-cooled, in-line 6-cylinder OHV Type B engine producing 75 PS at 3,200 rpm, which enabled a capacity of up to four tons despite the vehicle's reduced dimensions. Its wheelbase measured 3,594 mm—406 mm shorter than the KB's 4,000 mm—resulting in an overall length of 6,410 mm, width of 2,191 mm, height of 2,220 mm, and curb mass of 2,470 kg, making it better suited for delivery tasks in confined spaces. Key features of the LB included a balanced design optimized for versatility in tighter environments, while retaining the KB's reinforced frame and suspension components to handle the 4-ton load without compromising stability. This configuration addressed wartime resource constraints by maximizing the utility of existing KB tooling for shorter-haul applications.

KC

The KC truck, introduced in November 1943 as a wartime model derived from the preceding KB, was produced until March 1947 to sustain truck output amid severe material shortages during . Designed for , it emphasized resource conservation while maintaining essential functionality, with production figures remaining incomplete in historical records but recognized as vital to Japan's through sustained manufacturing despite constraints. Production figures for the KC are not fully documented due to wartime disruptions. Mechanically, the KC retained the Type B water-cooled inline-six OHV engine with 3,386 cm³ displacement, delivering 75 PS at 3,200 rpm, paired with standard wheelbases ranging from 3,594 mm to 4,000 mm for versatility in cargo configurations. To address steel shortages, the design incorporated plywood panels for body components such as doors and sides, achieving about a third less steel usage (approximately 300 kg savings per vehicle) compared to the KB without compromising the core payload capacity of 4 tons. Additionally, due to the scarcity of solid-drawn steel pipes, it abandoned the torque tube system in favor of a simpler , facilitating easier production and maintenance under wartime conditions. These austerity measures enabled rapid military output by simplifying construction and reducing overall vehicle weight, ensuring the KC's reliability for frontline transport roles. The model also formed the mechanical foundation for the specialized amphibious KCY variant developed later in the war.

KCY

The Toyota KCY was a specialized amphibious variant of the wartime KC truck, incorporating capabilities and designed primarily for water-crossing operations in challenging terrains. Developed as an experimental adaptation, it retained the core mechanical layout of the KC while adding enhancements for amphibious functionality, allowing it to transport troops and supplies across rivers, beaches, and coastal waters in the Pacific theater. A was completed in June 1943, with production of 198 units of the plough/ski-shaped variant occurring between November 1943 and August 1944 before the program was curtailed due to wartime resource constraints and the vehicle's inherent production complexities. Mechanically, the KCY built upon the KC's inline-six Type B engine, producing 78 horsepower, paired with a four-speed transmission and selectable two- or for enhanced traction on land. The design included a of 4,000 mm, overall dimensions of 6.51 meters in length, 2.21 meters in width, and 2.22 meters in height. Key unique features included a boat-shaped hull for and adaptations for amphibious scenarios. These elements made the KCY suitable for operations in the , during 1943–1945, where it supported and Navy logistics amid island-hopping campaigns. However, its limited deployment stemmed from high manufacturing costs, labor shortages, and the technical challenges of integrating amphibious modifications onto the simplified wartime KC platform, preventing broader adoption.

Bus Derivatives

DA Bus

The Toyota DA Bus represented the company's initial foray into passenger transport vehicles, adapting the G1 truck platform for urban public service. Introduced in January 1936, it utilized a modified G1/GA chassis with an extended of 3,594 mm and overall length of 6,700 mm to accommodate bus bodywork, while retaining the original truck's suspension system for reliability on city routes. Mechanically, the DA Bus was powered by the Type A engine, a water-cooled inline 6-cylinder OHV unit displacing 3,389 cm³ and delivering 62 PS at 3,000 rpm, providing adequate performance for its curb mass of 1,630 kg and dimensions of 2,100 mm wide by 2,590 mm high. This setup, shared with the G1 truck, contributed to the bus's favorable reception for ride comfort and fuel efficiency in early operations. The body design emphasized passenger capacity, with examples built by Kurata seating 21 individuals, and others by Jidosha Kogyo integrated behind the shared G1 fenders and bonnet for a cohesive appearance. Production spanned 1936 to 1940 at the Koromo , though complete output figures remain unavailable due to wartime disruptions.

DB Bus

The Toyota DB bus, introduced in June 1939, served as an upgraded bus derivative of the GB truck platform, aimed at providing higher capacity for transport demands in the late 1930s. Production of the DB-type low-floor bus chassis commenced that month, with incomplete records on total units manufactured. The model was designed primarily for civilian needs, reflecting Toyota's expansion into bus production during a period of industrial growth in Japan. Mechanically, the DB retained the GB's Type B engine, an inline 6-cylinder OHV unit with 5,890 cm³ displacement that produced 110 PS at 2,600 rpm, ensuring reliable performance for heavier loads. The chassis incorporated a lowered for easier access to handle the increased weight and stability requirements. Key dimensions included a length of 8,935 mm, width of 2,445 mm, height of 2,985 mm, and a of 4,900 mm, with a of 5,590 kg, making it suitable for robust urban and regional operations. The DB was scaled for longer routes than its predecessors, enhancing its utility for inter-city travel, though detailed operational records remain limited.

References

  1. https://global.toyota/en/detail/7804495
  2. https://www.toyota-global.com/company/history_of_toyota/75years/vehicle_lineage/car/id60014785/
  3. https://www.toyota-global.com/company/history_of_toyota/75years/text/taking_on_the_automotive_business/chapter2/section2/item4.html
  4. https://media.toyota.ca/en/fact-sheets/2009/toyota-truck-history.html
  5. https://www.autonews.com/cars-concepts-history/toyota-motor-spun-toyoda-automatic-loom-works/
  6. https://www.toyota-global.com/company/history_of_toyota/75years/data/automotive_business/production/production/japan/production_volume/index.html
  7. https://www.tcmit.org/vgt/car/english/scene-05-iframe/target-01/
  8. https://www.toyota-global.com/company/history_of_toyota/75years/text/taking_on_the_automotive_business/chapter2/section2/item3.html
  9. https://www.toyota-global.com/company/history_of_toyota/75years/vehicle_lineage/car/id60014793/
  10. https://www.toyota-global.com/company/history_of_toyota/75years/text/taking_on_the_automotive_business/chapter2/section2/item1.html
  11. https://www.toyota-global.com/company/history_of_toyota/75years/data/automotive_business/production/production/overview/index.html
  12. https://www.toyota-global.com/company/history_of_toyota/75years/text/taking_on_the_automotive_business/chapter2/section4/item4.html
  13. https://www.toyota-global.com/company/history_of_toyota/75years/text/taking_on_the_automotive_business/chapter2/section5/item6.html
  14. https://global.toyota/en/detail/67224
  15. https://www.toyota-global.com/company/history_of_toyota/75years/text/taking_on_the_automotive_business/chapter2/section2/item6.html
  16. https://www.toyota-global.com/company/history_of_toyota/75years/vehicle_lineage/car/id60014788/index.html
  17. https://www.toyota-global.com/company/history_of_toyota/75years/text/taking_on_the_automotive_business/chapter2/section4/item8.html
  18. https://www.toyota-global.com/company/history_of_toyota/75years/vehicle_lineage/car/id60014795/index.html
  19. https://www.toyota-global.com/company/history_of_toyota/75years/vehicle_lineage/car/id60014873/
  20. https://www.toyota-global.com/company/history_of_toyota/75years/vehicle_lineage/car/id70000004/
  21. https://www.toyota-global.com/company/history_of_toyota/75years/data/overall_chronological_table/1931.html
  22. https://www.toyota-global.com/company/history_of_toyota/75years/vehicle_lineage/car/id60014807/
  23. https://www.toyota-global.com/company/history_of_toyota/75years/text/taking_on_the_automotive_business/chapter2/section8/item2.html
  24. https://www.toyota-global.com/company/history_of_toyota/75years/vehicle_lineage/car/id70000005/
  25. https://www.toyota-global.com/company/history_of_toyota/75years/vehicle_lineage/car/id70000002/
  26. https://toyota-automobile-museum.jp/en/archives/car-database/detail.html?id=271
  27. https://www.toyota-global.com/company/history_of_toyota/75years/text/taking_on_the_automotive_business/chapter2/section5/item8_b.html
  28. https://truck-encyclopedia.com/ww2/japan/toyota-type-2-su-ki.php
  29. https://www.toyota-global.com/company/history_of_toyota/75years/vehicle_lineage/car/id70000022/
  30. https://toyota-club.net/files/lineup/1950.htm
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