![]() KC Scale model of a Toyota KC aircraft starter truck, minus the starting equipment. The LB was introduced in April 1942 and was discontinued in December 1943. This shorter chassis was also intended to be used for buses and specialized trucks. Similar to the GB, except for the changes mentioned above.Ī version of the KB with the wheelbase shortened to 3,594 mm (141.5 in), the same as that of the preceding GB. Production was 21,130 units between the KB's introduction in March 1942 and its discontinuation in March 1944. The body was still made from steel but was of a simpler design with fewer curves. 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). Introduced in March 1942, the KB was the replacement for the GB. Sunken Toyota KB truck in Chuuk Lagoon, Micronesia The HB was introduced in November 1939 and was discontinued in May 1941. Mechanicals Ī version of the GB with the wheelbase shortened to 3,300 mm (129.9 in). The DB bus was introduced in June 1939 and was discontinued in September 1941. (This DB bus should not be confused with Toyota's much later DB line of diesel buses introduced in the later 1950s.) Similar to the GA, except for the changes mentioned above.Ī bus based on the GB chassis, otherwise similar to the previous DA bus. Production was 19,870 units between December 1938 and April 1942. In January 1940 the engine was further upgraded to 78 PS (57 kW) and the chassis was refined. 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. Ī 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. The G1 used the 3389 cc Type A six-cylinder engine that was also used in the A1 and AA. 379 examples of the G1 were built before production ended in August 1936. This was just in time to meet the government deadline for licensing motor vehicle producers. The G1 prototypes were completed in August 1935, shown to the public in November 1935, and released for sale in December 1935. Rectifications were then applied as running changes on the production line, reflecting Toyota's " 5 Whys" problem solving philosophy. Repairs were done for free and sometimes entire trucks were replaced for free. For example, broken rear axle housings were common until new welding methods were developed. To support them, design engineers from the factory were often sent to do repairs in order to learn which parts needed the most attention. Early sales were mostly to people who were sympathetic to local manufacturers and who were willing to endure many failures. These spare parts were in case something broke during the trip - luckily only a few replacement parts were required. When the first production examples were driven to Tokyo for the motor show, they were packed with many spare parts. Since this was Toyoda's first production vehicle at the loom works factory, there were still many problems to be solved. The company changed its name from Toyoda to Toyota at the introduction of the G1's successor, the GA. The total cost of the G1 development was well several times the annual profits of Toyoda. 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. ![]() Work still progressed on the A1 but emphasis was shifted to a truck derived from the same engine and chassis (slightly lengthened). Unfortunately, the A1 passenger car that was under development in 1935 was unlikely to sell well due to Japan's underdeveloped economy. Kiichiro Toyoda's desire was to produce automobiles. ![]()
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