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Toyota SA
Toyota SA
Toyota SA
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The SA was Toyota's first new passenger car design (as opposed to updating the AA) after World War II. It was the first in a family of vehicles before the introduction of the Crown. A series of light trucks also shared the chassis and major components of these passenger cars.

All of these vehicles were sold under the Toyopet name.

SA

[edit]
Toyopet SA
Overview
ManufacturerToyota
ProductionOct 1947–May 1952
AssemblyHonsha Plant, Toyota City, Aichi, Japan
DesignerDr Kazuo Kumabe
Body and chassis
Classlarge family car
Body stylesedan
Layoutfront-engine, rear-wheel drive
Platformbackbone chassis
RelatedSB, SC
Powertrain
EngineType S
Transmission3-speed manual
Dimensions
Wheelbase2,400 mm (94.5 in)[1]
Length3,800 mm (149.6 in)
Width1,590 mm (62.6 in)
Height1,530 mm (60.2 in)
Curb weight1,170 kg (2,579 lb)
Chronology
PredecessorAE
SuccessorSD

The SA was Toyota's first true post war design. It differed from all previous Toyota cars by having a 4-cylinder engine (previously a 6-cylinder was used), 4-wheel independent suspension (previously using rigid axles with leaf springs) and a smaller, "ponton" influenced aerodynamic body. The project was driven by Kiichiro Toyoda under the wisdom of his father's (Sakichi Toyoda) words, "Stay ahead of the times"[2] but most of the design work was done by Dr Kazuo Kumabe.[3]

The body was aerodynamic in a style similar to the Volkswagen Beetle. Only a two-door sedan was made, making it unsuitable for the taxi market. The doors were hinged at the rear (often called suicide doors). The front window was a single pane of flat glass with a single wiper mounted above the driver. Only right hand drive was offered.

Toyota engineers (including Dr Kumabe) had visited Germany before World War II and had studied the 16-cylinder Auto Union racing car (independent suspension) and Porsche and Volkswagen designs (independent suspension, aerodynamic bodies, backbone chassis, rear-mounted air-cooled engines, economical production cost).[4] Many Japanese companies had ties with Germany during the war years but most partnered with British or American companies after the war and thus used technologies commonly used in Britain or America. But Toyota did not partner with a foreign company, so it was free to use German designs. Many features of the prototype Beetle were subsequently put into the SA, although the Beetle's rear-mounted air-cooled engine feature was not used. Later on, Toyota revisited the economic principles exemplified by the Beetle when designing the Publica and the Corolla.

Dates and production figures

[edit]

Although permission to begin full production of passenger cars in Japan was not granted until 1949, limited numbers of cars were permitted to be built from 1947, and the Toyota SA was one such car.[4][5][6] Design work started at the end of 1945 when the GHQ let it be known that authorised commercial production of vehicles for the general public would be commencing soon. This model was introduced in January 1947, with a prototype (which had been under development for more than a year) being completed at that time.[2]

Production occurred from October 1947 through May 1952 (overlapping with the 1949-introduced SD), with a total of only 215 being built.[7] The first car to be produced by Toyota in the postwar period was the AC, which had first been produced in 1943-1944. Fifty were built for government and military use in 1947, and three more were assembled in 1948. Since only 54 cars were built by Toyota in 1947, this leaves four Model SA production cars to be built at the end of that year, not counting the prototype.

Eighteen SA cars were built in 1948, and from 1949 to 1952, 193 more were built. No breakdown exists between models after 1948; only yearly passenger-car grand totals are extant.

Mechanicals

[edit]

This model introduced the Type S straight-4 water-cooled engine, conventionally mounted in the front of the car and driving through the rear wheels. Two small grills at the front allowed air for the engine's radiator. Transmission was by a 3-speed manual gearbox and a Hotchkiss drive[4] (previous Toyotas used a torque tube) to a rear-mounted differential. The final drive gear ratio was 7.17:1 .

More unconventional was the use of a backbone chassis and four-wheel independent suspension. A-arm suspension (short upper arm, long lower arm) with coils was used at the front and swing axle suspension with semi-trailing arms, Panhard rods and a transverse semi-elliptical leaf spring was used at the rear.

SB

[edit]
Toyopet SB
Overview
ManufacturerToyota
Production1947–1952
AssemblyJapan
Body and chassis
Classlight truck
Layoutfront-engine, rear-wheel drive
Platformladder frame
RelatedSA, SC
Powertrain
Engine995 cc Type S SV I4
Transmission3-speed manual
Dimensions
Wheelbase2,400 mm (94.5 in) [1]
Length3,950 mm (155.5 in) [8]
Width1,595 mm (62.8 in) [8]
Height1,800 mm (70.9 in) [8]
Curb weight1,050 kg (2,315 lb) [8]
Chronology
SuccessorSG

A light truck using the running gear from the SA but with a ladder chassis and solid axles front and rear, both with semi-elliptical springs. The SB was popular with the general public and also with the American occupation forces, which ordered it in large numbers.[4]

The SB was offered with commercial bodies only but many dealers and owners had sedan bodies made for them.[2][4] Toyota contracted the Kanto Denki factory to produce a sedan body and wagon on the SB chassis as the SC. There was also a cab-over walk-in van model, the 1952 Toyopet Route Van. The body of the Route Van was built by Shin-Nikkoku Kogyo (now Nissan Shatai) , a special-purpose manufacturing company that originally built streetcars and buses.

A small number of police cars were made for the Japanese Police Reserve Force by adding a special body with a canvas top, four canvas doors, and a fold down front window but they were not popular.[9]


Dates and production figures

[edit]

Produced from 1947.

Mechanicals

[edit]

The SB used the same engine and gearbox as the SA, a three-speed manual and the 1-litre "S"-series engine, producing 27 PS (20 kW) at 4,000 rpm. This was enough for a top speed of 68 km/h (42 mph).[10] A conventional ladder frame chassis was used with conventional semi-elliptical springs and solid axles front and rear.

SC

[edit]
Toyopet SC
Overview
ManufacturerToyota
Production3 prototypes in 1948
AssemblyJapan
Body and chassis
Classlarge family car
Body stylesedan
Layoutfront-engine, rear-wheel drive
Platformladder frame
RelatedSB
Powertrain
EngineType S
Transmission3-speed manual
Chronology
PredecessorSA
SuccessorSD

The SB light truck was offered with commercial bodies only but many dealers and owners had sedan bodies made for them.[2][4] Toyota contracted the Kanto Denki factory to produce a 4-door, 4-seat sedan body and wagon on the SB chassis as the SC.[11] However, production of the SA sedan continued and the SC was not put into production. When production of the SA stopped, a revised version of the SC was made as the SD.

Dates and production figures

[edit]

3 prototypes were built but the SC did not go into production.[12]

Mechanicals

[edit]

Same as the SB except for independent front suspension.[11]

SD

[edit]
Toyopet SD
Overview
ManufacturerToyota
ProductionNov 1949–1951
AssemblyJapan
Body and chassis
Classfamily car
Body stylesedan
Layoutfront-engine, rear-wheel drive
Platformladder frame
RelatedSB
Powertrain
EngineType S
Transmission3-speed manual
Chronology
PredecessorSA
SuccessorSF

A 5-seater passenger car using the same chassis and suspension as the SB.[12]

Dates and production figures

[edit]

Produced from November 1949 until 1951.

Mechanicals

[edit]

Same as the SB.

SF

[edit]
Toyopet SF
Overview
ManufacturerToyota
ProductionOct 1951–1953
AssemblyJapan
Body and chassis
Classlarge family car
Body stylesedan
Layoutfront-engine, rear-wheel drive
Platformladder frame
RelatedSG
Powertrain
EngineType S
Transmission3-speed manual
Dimensions
Wheelbase2500 mm[1]
Length4,280 mm (168.5 in)
Width1,590 mm (62.6 in)
Height1,600 mm (63.0 in)
Curb weight1,250 kg (2,756 lb)
Chronology
PredecessorSD
SuccessorRH

An update to the SD. This sold in considerably higher numbers than any of its predecessors, mainly due to increasing demand for taxis.[13]

Dates and production figures

[edit]

Produced from October 1951[2] until 1953. 3,653 were built.[13]

Mechanicals

[edit]

Same as the SD.

SG

[edit]
Toyopet SG
Overview
ManufacturerToyota
ProductionMar 1952–1954
AssemblyJapan
Body and chassis
Classlight truck
Layoutfront-engine, rear-wheel drive
Platformladder frame
Powertrain
EngineType S
Transmission3-speed manual
Dimensions
Wheelbase2500 mm[1]
Length4,195 mm (165.2 in)
Width1,595 mm (62.8 in)
Height1,735 mm (68.3 in)
Curb weight1,170 kg (2,579 lb)
Chronology
PredecessorSB
SuccessorRK

An update to the SB, sharing components with the SF.

Dates and production figures

[edit]

Produced from March 1952[11] until 1954.

Mechanicals

[edit]

Same as the SF.

RH series

[edit]
Toyopet RH
Overview
ManufacturerToyota
Also called
  • Toyopet Super
  • Toyopet BHR/BH26/28
  • Toyopet RHK/RHN
  • Toyopet SH
ProductionSep 1953–1955
AssemblyJapan
Body and chassis
Classlarge family car
Body stylesedan
Layoutfront-engine, rear-wheel drive
Platformladder frame
RelatedFHJ
FH24
Powertrain
Engine
Transmission4-speed unsynchronized manual
Chronology
PredecessorToyota SF
Successor

A further update to the SF but with the newly designed 1.5 litre Type R engine.[11] The RHN's body was made by the New Mitsubishi Heavy Industrial Manufacturing Co. and the RHK's body was made by Kanto Auto Works, Ltd.[14] The transmission was a four-speed manual sliding mesh unit.[15]

The BHR police patrol car sedan was made from the four-cylinder RH sedan by using the Type B six-cylinder engine and a longer front end. This later became the BH26 patrol by using the Crown RS body with the same RH chassis, Type B engine and BHR extended front end. Similarly, the BH28 ambulance was made by converting the BH26 police sedan into a van body. Even later, the Type B engine was upgraded to the F engine and they were renamed as the FH26 and FH28.[citation needed]

The RH was succeeded by the similar 1955 RR Master and the much more modern 1955 RS Crown.

The one-litre SH version equipped with the type S engine was also produced. The 1500 cc version was named Toyopet Super and the 1000 cc version was named Toyopet Custom but found few takers.[16]

Dates and production figures

[edit]

Produced from September 1953 to 1955, 5,845 RHs were built.[13] On the other hand, 230 SHs (1000 cc "Custom" version) were built.[16]

Mechanicals

[edit]

Same as the SF except for the new Type R engine.

FHJ

[edit]
Toyopet FHJ
Overview
ManufacturerToyota
AssemblyJapan
Body and chassis
Classlight truck
Body stylefire appliance
Layoutfront-engine, rear-wheel drive
Platformladder frame
RelatedRH
Powertrain
EngineType F
Dimensions
Length4,540 mm (178.7 in)
Width1,680 mm (66.1 in)
Height1,870 mm (73.6 in)
Curb weight965 kg (2,127 lb)
Chronology
SuccessorFH24

The FHJ was a fire appliance vehicle built based on the RH but with the much larger Type F engine.[17] This was sold at the same time as the FAJ (based on the heavy duty FA truck), the FCJ (based on the medium duty FC truck) and the FJJ (based on the BJ Jeep).

Mechanicals

[edit]

Same as the RH except for the Type F engine. The front body was based on the SG light truck, there were no doors and the rear of the body was heavily customised with typical fire appliance accessories (e.g. hoses, axes, ride-on steps, grab bars). In spite of looking like a small truck, the FHJ still used the single rear wheels of the RH passenger car.

FH24

[edit]
Toyopet FHJ FH24
Overview
ManufacturerToyota
AssemblyJapan
Body and chassis
Classlight truck
Body stylefire appliance
Layoutfront-engine, rear-wheel drive
Platformladder frame
RelatedRH
Powertrain
EngineType F
Chronology
PredecessorFHJ

The FH24 was a fire appliance vehicle built based on the RH but with the much larger Type F engine.[18] It was very similar to the earlier FHJ fire appliance.

Mechanicals

[edit]

Same as the RH except for the Type F engine. The front body was based on the SG light truck, there were no doors and the rear of the body was heavily customised with typical fire appliance accessories (e.g. hoses, axes, ride-on steps, grab bars). In spite of looking like a small truck, the FH24 still used the single rear wheels of the RH passenger car.

References

[edit]
Revisions and contributorsEdit on WikipediaRead on Wikipedia

Toyota SA

View on Grokipedia
from Grokipedia
The SA (also known as the Toyopet SA) was a series of vehicles developed by Motor Corporation as its first original passenger car design following . Introduced in , the SA sedan marked 's entry into the post-war automotive market with a focus on affordability and reliability for the Japanese consumer. The SA platform underpinned a family of models, including sedans (SA, SC, SD, SF), trucks (SB, SG), and special vehicles like fire appliances (FHJ, FH24), produced primarily between and 1959. Powered by the Type S engine, a 27 kW (36 hp) inline-four, these vehicles featured a ladder-frame and were instrumental in establishing 's reputation for durable, economical transportation during Japan's economic recovery. The series evolved through updates addressing performance and market needs, paving the way for later Toyopet models like .

Overview and Development

Historical Context

Following , Toyota transitioned from wartime production of military to civilian vehicles amid strict restrictions imposed by the General Headquarters (GHQ) of the Allied occupation forces in . The GHQ initially banned passenger car manufacturing to prioritize economic recovery and resource allocation, forcing to focus on limited truck production starting in September 1945. Despite these constraints, secretly began prototype development for a new passenger car at the end of 1945, including work on a small design with the Type S engine in December, which laid the groundwork for post-war civilian models. This clandestine effort reflected the company's determination to revive its automotive ambitions in a devastated economy marked by widespread infrastructure damage and material scarcity. The SA prototype, featuring the side-valve Type S engine, was completed in January , shortly after the GHQ approved limited production of cars under 1,500 cc displacement, capped at a maximum of 300 units annually. Toyota announced the as its first post-war car in October , but initial output remained severely constrained by ongoing material shortages and economic hardships in late-1940s , where and reconstruction demands limited civilian vehicle demand primarily to needs. Drawing stylistic and engineering influences from pre-war models like the sedan of 1936, the SA adopted a more compact and aerodynamic form—reminiscent in some aspects of the —while updating the and for realities. These challenges persisted under GHQ controls on production until October 1949 and pricing regulations until April 1950, underscoring the precarious environment in which rebuilt its car division. The SA played a pivotal role in establishing the Toyopet brand name, first applied to the accompanying SB truck and then to the SA sedan family, symbolizing Toyota's focus on affordable, compact vehicles for the emerging Japanese market. As the inaugural post-war passenger car series, it demonstrated Toyota's engineering resilience and helped refine production techniques that would influence subsequent models. This foundation directly paved the way for the 1955 launch of the , the company's first mass-produced, domestically developed full-size sedan under the Toyopet marque, marking a significant step toward broader commercialization and export ambitions.

Design and Production Timeline

The development of the Toyota SA series began with the completion of its first prototype in January 1947, marking Toyota's initial passenger car effort under severe resource constraints. This was followed shortly by the announcement and launch of the SB truck variant in April 1947, which entered production to meet immediate commercial needs. Prototypes for the SC model, incorporating experimental features like front-wheel , were completed in June 1948, though only three units were built without entering full production. The series progressed with the SD model's production starting in November 1949, followed by the SF passenger car launch in October 1951 and the corresponding SG truck in March 1952. The RH series, representing an evolution toward more refined designs, was introduced in September 1953 as the final major iteration before the line's conclusion. Key development phases in the SA series reflected Toyota's adaptation to post-war limitations and gradual technological advancements. The initial SA and SB models utilized a design for simplicity and efficiency in manufacturing. Subsequent models, starting with the SD and extending to the SF and SG, utilized improved designs derived from the SB truck, improving durability and ease of body mounting by external partners. Engine transitions paralleled this evolution, beginning with the compact Type S unit across early variants and progressing to the larger Type R in the RH series for enhanced performance. Overall production of the SA series spanned from to 1955, with aggregate chassis output across all variants estimated at approximately 30,000 units, though exact breakdowns vary due to outsourced body assembly. The discontinuation of the SA series by 1955 was influenced by the introduction of the more advanced in January of that year, which offered superior specifications suited to evolving market demands. Japan's improving post-war economic conditions also enabled to invest in sophisticated designs, rendering the utilitarian SA lineup obsolete as consumer preferences shifted toward comfort and modernity.

Mechanical Components

Engines

The Toyota SA series primarily utilized the Type S , a 995 cc water-cooled inline-4 introduced in and employed across models from the SA to the SG. This side-valve engine featured a bore of 65 mm and stroke of 75 mm, with a of 6.5:1, delivering an output of 27 PS at 4,000 rpm. It incorporated a single for fuel delivery, emphasizing reliability and simplicity in production constraints. In 1953, the RH series introduced the Type R , a 1,453 cc inline-4 with overhead valves, producing 48 PS at 4,000 rpm for enhanced performance over the Type S. This had a bore of 77 mm and stroke of 78 mm, along with a of 6.8:1, also using a single but benefiting from the OHV design for better efficiency and power. The shift to overhead valves marked an evolutionary step, aligning with Toyota's tradition from earlier models like the Type A while improving torque delivery. These engines integrated with 3-speed manual transmissions in early models, later expanding to 4-speed options for refined control.

Chassis, Suspension, and Drivetrain

The of the Toyota SA utilized a backbone frame constructed from a single pipe, which provided structural rigidity while contributing to a curb weight of 1,170 kg. This design facilitated the routing of the propeller shaft through the frame to the rear differential, supporting configuration. In contrast, subsequent models including the SB truck, SD, SF sedans, SG truck, and RH series adopted a ladder frame , enhancing durability for commercial applications such as taxis and trucks on unpaved roads. Suspension systems evolved to balance innovation with practicality across the lineup. The SA featured four-wheel , with coil springs at the front and a transverse with swing axles at the rear, marking an advanced setup for postwar Japanese passenger cars. Trucks like the SB and SG, along with later sedans such as the SF and RH, shifted to solid axles with s at both ends for greater load-bearing capacity and robustness in and utility roles. The drivetrain remained throughout the SA series, paired with manual transmissions that progressed in capability. Early models from SA to SG employed a three-speed column-shift gearbox, with the first gear non-synchronized, while the RH series introduced a four-speed manual for improved versatility. Braking was handled by hydraulic drum systems on all wheels, inherited from the predecessor Model AC, and utilized a worm-and-sector mechanism common to the era's designs.

Passenger Car Models

SA Sedan

The SA Sedan represented Toyota's inaugural post-war passenger car design, introduced in October 1947 as a pioneering effort to reestablish automotive production under stringent Allied occupation restrictions that prioritized technological advancement over commercial viability. Production continued until May 1952, yielding only 215 units due to these limitations, which curtailed output until passenger car manufacturing restrictions were lifted in 1949. Designed primarily by Dr. Kazuo Kumabe, an early pioneer at , the model drew inspiration from pre-war European designs, emphasizing innovation in a compact format targeted at individual motorists rather than fleet or taxi use. As a 2-door right-hand drive sedan with a 5-passenger capacity, the SA featured an aerodynamic body styled to evoke efficiency, measuring 3,800 mm in length, 1,590 mm in width, 1,530 mm in height, and a 2,400 mm , with a curb weight of approximately 1,170 kg. It incorporated advanced elements for its era, including a for structural rigidity, four-wheel to enhance ride quality, a column-mounted gear shifter, and Japan's first factory-installed car radio, underscoring Toyota's focus on technical sophistication despite the low-volume run. Powered by the Type S inline-four and built at the Koromo (now Honsha Plant) in collaboration with body fabricator Arakawa Bankin, the SA was envisioned for under the "Toyopet" branding—selected via public contest and trademarked in —but post-war constraints confined it largely to domestic markets. No variants were produced beyond the base model, reflecting the era's resource scarcity and the model's role as a developmental rather than a mass-market offering. This limited edition cemented the SA's status as a foundational step in 's passenger vehicle lineage, bridging wartime hiatus to the more expansive models that followed.

SC Sedan

The Model SC was an experimental 4-door sedan developed as a extension of the early SA design, aimed at exploring configurations suitable for family use. Completed in June 1948, the project resulted in only three prototypes, with no progression to series production due to resource constraints from high demand for the Model SB . The SC incorporated an innovative independent front suspension system, marking an early trial of this technology in 's passenger vehicles to improve ride quality and handling. In terms of body and dimensions, the SC featured a lengthened 4-door sedan body derived from the SA's two-door layout, providing additional seating capacity while maintaining similar overall proportions to the SA's 3,800 mm length, 1,590 mm width, and 1,530 mm height. It utilized an experimental designed by former engineers, emphasizing weight reduction and integrated body rather than adapting the standard frame, which allowed for a more streamlined and lightweight construction compared to contemporary ladder-frame designs. The shared the Type S inline-4 from the SA series, a 995 cc water-cooled unit producing 27 hp. Development of the SC continued through December 1949 but was ultimately abandoned in favor of more practical alternatives, as the focus shifted toward robust, cost-effective vehicles like the subsequent Model SD, which reverted to the ladder-frame SB truck for better durability in and commercial applications. This decision reflected economic priorities, prioritizing production efficiency over experimental features amid limited resources.

SD Sedan

The Toyota SD, introduced as an interim model in the early Toyopet lineup, served as a transitional 5-seater sedan that bridged the compact SA and the larger SF. Production began in November 1949 and continued until December 1951, with approximately 150 units manufactured across facilities including Kanto Auto Works (105 units) and Arakawa Sheet Metal Works (45 units). This limited output reflected the postwar economic constraints and Toyota's focus on resource allocation for broader vehicle recovery efforts. The SD featured a 4-door all-steel sedan body mounted on the robust ladder frame chassis of the SB truck, providing greater structural integrity and parts interchangeability compared to the SA's lighter backbone design. Measuring 4,233 mm in length, 1,592 mm in width, and 1,570 mm in height, it offered expanded interior space for five passengers while maintaining a curb weight of 1,225 kg. This configuration enhanced stability and ride quality over the SA's more flexible setup, making the SD suitable for varied road conditions prevalent in Japan's recovering infrastructure. Adapted primarily for taxi services and private ownership, the SD emphasized durability and low maintenance, appealing to urban operators seeking a reliable alternative to imported vehicles. Its design filled a critical market niche in city environments, where demand for affordable, spacious sedans outpaced supply before the SF model's introduction in 1951. The ladder's adoption from the SB truck line, as detailed in broader mechanical discussions, further bolstered its appeal for commercial use without compromising passenger comfort.

SF Sedan

The Toyota SF Sedan represented a production-focused evolution in Toyota's early post-war lineup, emphasizing reliability for commercial applications such as taxis. Launched in October 1951, it utilized the shared chassis of the forthcoming SG truck model, with production spanning until August 1953 and totaling 3,635 chassis, of which approximately 2,600 received passenger car bodies mounted by coachbuilders including Arakawa Sheet Metal Works, Kanto Auto Works, and Central Japan Heavy-Industries. This model built on the Type S engine's refinements for improved efficiency while prioritizing a robust design suited to demanding urban operations. As a four-door sedan, the SF measured 4,280 mm in length, 1,590 mm in width, 1,600 mm in height, and featured a 2,500 mm , with a mass of 1,525 kg. Its body incorporated a curved for enhanced driver visibility, and the employed a rigid with suspension to ensure durability under high-mileage conditions typical of service. The emphasis on variants was evident in its standard black exterior finish, which aligned with commercial fleet requirements in at the time. The SF Sedan's popularity as a significantly boosted Toyota's domestic market share during Japan's economic recovery, achieving a production run of 3,653 units by the end of its lifecycle and establishing the company as a key supplier for urban transport needs. Assembled at the Koromo Plant (now Honsha Plant), it underscored Toyota's shift toward scalable, versatile vehicles that supported the nation's rebuilding efforts.

RH Series Sedans

The RH series represented the culmination of Toyota's early Toyopet sedan lineup, introducing greater power and versatility through the adoption of the 1.5-liter Type R engine while building on the refined of prior models. Production began in September 1953 and continued until 1955, with a total of 5,845 RH units assembled at the Koromo Plant (now Honsha Plant). These sedans were primarily designed for and fleet use, featuring a ladder-frame with rigid and leaf-spring suspension for durability on Japanese roads. A short-lived sub-variant, the SH (Type S), utilized the smaller 1-liter Type S engine and was produced in limited numbers of approximately 230 units starting in July 1953, serving as a transitional economy option before the RH's dominance. The standard RH (Type R) sedan measured 4,280 mm in length, 1,590 mm in width, 1,600 mm in height, and had a 2,500 mm , providing ample space for four passengers in a 4-door configuration with a curb weight of 1,315 kg. Key mechanical upgrades included a standard 4-speed , which improved drivability over the 3-speed units in earlier models. Export-oriented variants, such as the BH26, incorporated left-hand drive adaptations to suit international markets, alongside domestic standards like the BHR. Special-purpose bodies were developed for police patrol and roles, often with reinforced structures and extended front ends for integration. The series also saw experimental cabriolet prototypes, though these did not enter full production. The Type R engine, offering 48 PS at 4,000 rpm from its 1,453 cm³ displacement, provided significantly better performance than the preceding 1-liter units, as explored in the Engines subsection.

Truck Models

SB Truck

The SB Truck, introduced as Toyota's first , entered production in April 1947 and continued until February 1952, with a total of 12,796 units manufactured. This model represented an adaptation of the SA platform for commercial use, earning the nickname "Toyopet Truck" in August 1947, and was assembled primarily at Toyota Shatai, where the driver's cab and open-bed cargo area were mounted on the chassis. It utilized components such as the rear axle, differential carrier, and brake system derived from the pre-war Model AC passenger car, enabling rapid development amid resource constraints. The SB Truck featured an open-bed design optimized for light-duty hauling, measuring 3,800 mm in length, 1,600 mm in width, and 1,785 mm in height, with a curb weight of 1,090 kg and a standard payload capacity of 1,000 kg. Its body incorporated a separated driver's cabin and low-floored cargo bed for efficient loading, along with headlamps mounted on the fenders to enhance visibility in utilitarian conditions. The chassis employed a ladder frame with rigid front and rear solid axles suspended by leaf springs, providing durability for load-bearing applications without compromising the vehicle's compact footprint. Powered by the Type S engine and built on a ladder frame shared with the SA sedan, the SB prioritized reliability over speed in its mechanical setup. In Japan's post-war recovery, the SB Truck played a vital role in and , addressing the urgent demand for affordable transport amid production limits imposed by Allied occupation forces, which capped monthly output at 1,500 units. Its one-ton payload and maneuverable bonnet-type configuration made it indispensable for small-scale freight and farm operations, supporting economic rebuilding in a resource-scarce environment.

SG Truck

The SG Truck, introduced as a successor to the SB Truck, represented an expanded light truck design aimed at improving utility and market appeal in post-war Japan. Production commenced in February 1952 and continued until October 1953, with a total of 7,749 chassis manufactured during this period. This model featured a longer cargo bed than the SB, contributing to its classification as a light truck with dimensions measuring 4,195 mm in length, 1,594 mm in width, and 1,735 mm in height, while supporting a payload of 1,000 kg. The chassis was derived from the SF passenger car series, which enhanced stability through a reinforced frame, wider wheelbase, and lower center of gravity, and it shared suspension elements such as leaf springs with contemporary sedans. Unique aspects included an optional enclosed cab for driver protection and a design optimized for urban delivery operations, with modern styling elements like embedded headlights and flattened wheel wells to facilitate loading. The SG Truck bridged early Toyota truck development to subsequent Toyopet models, including the SKB, by standardizing components and refining performance under cost-reduction initiatives led by .

Special Purpose Vehicles

FHJ Fire Appliance

The FHJ Fire Appliance was a specialized fire-fighting produced by in the mid-1950s, with production limited due to its niche application. This model served primarily for municipal fire services in , designed to prioritize quick response times in urban and semi-urban environments where maneuverability was essential for rapid deployment to emergencies. Unlike heavier-duty variants such as the later FH24, the FHJ featured a lighter configuration with single rear wheels, making it more agile for navigating narrow streets common in Japanese cities during the post-war reconstruction era. Built on an extended version of the RH Series sedan's ladder frame chassis, the FHJ measured approximately 4,540 in length to accommodate specialized fire equipment mounting. The body incorporated a robust, open cab design without doors to facilitate fast crew entry and exit, along with reinforced grab bars and ride-on steps for additional firefighters. At the rear, the extension supported hose reels, storage for axes and tools, and an integrated water pump system, all customized for efficient suppression operations while maintaining the RH's and single rear wheels for balanced weight distribution. Powering the FHJ was the Type F inline-six , tuned for enhanced low-end to support operations under load. This 3.9-liter inline-six delivered reliable performance tailored to the demands of emergency response, ensuring the vehicle could tow hoses and operate pumps without stalling during critical moments. Overall, the FHJ represented an early example of Toyota's adaptation of passenger car platforms for vehicles, contributing to Japan's development through dependable, purpose-built emergency equipment.

FH24 Fire Appliance

The FH24 Fire Appliance represented Toyota's effort to adapt its passenger car-derived RH platform for specialized heavy-duty firefighting duties in post-war Japan. This model built upon the Toyopet Super (RH) chassis to create a robust vehicle capable of handling demanding industrial environments. Equipped with the Type F inline-6 gasoline engine, the FH24 delivered strong low-RPM torque from its 3.9-liter displacement, enabling reliable performance when loaded with firefighting gear. This engine, introduced in 1955, featured a cast-iron block and was tuned for torque to support the vehicle's role in towing hoses, pumps, and water supplies across rugged terrain. The RH-based body incorporated reinforcements for stability, including dual rear wheels, while the overall frame was extended to approximately 4,800 mm to accommodate an enclosed pump house and increased water tank capacity compared to lighter variants. Designed primarily for industrial and rural fire response, the FH24 served as an advanced successor to earlier models like the FHJ, offering greater and operational endurance in areas with limited . Production was limited in the late .

References

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