Toyota concept vehicles, 1980-1989
The Toyota EX-11 was a concept vehicle by Toyota shown at the 1981 Tokyo Motor Show. Based on the prototype Soarer, the EX-11 demonstrated advance electronics such as electronic engine and drive train management, colour monitors and fibre optic wiring.
The Toyota RV-5 was a concept vehicle by Toyota shown at the Jan 1982 Tokyo Auto Salon and the March 1983 Geneva Motor Show. Based on the upcoming 4WD Tercel L20, the RV-5 was configured as a cross country mobile camera platform. The RV-5 was close to the released 4WD Tercel, with the main difference being that the large rear, side windows on the RV-5 could hinge upwards.
|Body style||2-door coupe|
|Engine||1.6 L 4A-GE I4|
|Engine||2.0 L 1G-GE I6 twin-turbo (prototype)|
The FX-1 was a concept car by Toyota. It was first shown at the 1983 Tokyo Motor Show and also shown at the Geneva Motor Show in March 1984. It was a showcase for new technologies in driver controls, engine, suspension, materials and aerodynamics.
The TAC3 was a 4WD concept car by Toyota, first shown at the 1983 Tokyo Motor Show. The driver sat in a central position, while two passengers sat behind in separate bucket seats. There was no roof but a rear roll bar provided roll over protection. The TAC3 was shown with a small trailer that also held 4 spare tyres on its towing arm.  
|Body style||2 door sedan|
|Engine||1.1 L turbocharged diesel I3|
|Curb weight||650 kg|
The AXV (Advanced eXperimental Vehicle) was a concept vehicle by Toyota that was first shown at the October 1985 Tokyo Motor Show. Its goal was for ultra-low fuel consumption, to be under 650 kg in weight and to have the same interior volume as a small sedan. 
The body was aerodynamically shaped, with Cd=0.26, while still seating four people. The bonnet, rear suspension arms and wheel rims were made from SMC (Sheet Moulding Compound), the roof was made from resin between steel sheets and the windows were made from polycarbonate resin.
The engine was a 1.1 litre 3 cylinder diesel. It used turbo-charging, direct injection and electronics to keep high performance levels while maintaining low fuel consumption.
|Body style||4 door sedan|
|Engine||2.0 L supercharged + turbocharged|
|Transmission||5 speed automatic|
The mid-mounted 2.0 L engine had both a supercharger and a turbocharger (with a ceramic turbine wheel), pistons made from magnesium fibre-reinforced metal (FRM), a distributor-less ignition system and a resin intake manifold.
The full colour computerised CRT displays had touch screens which could control the suspension, CD player, air conditioning, cellular phone and 8mm video display. Speed was projected onto a head-up display.
|Engine||Gas Turbine II|
|Length||4,724 mm (186.0 in)|
|Width||1,791 mm (70.5 in)|
|Height||1,326 mm (52.2 in)|
The Toyota GTV (Gas Turbine Vehicle) was a concept vehicle by Toyota with a gas turbine engine. It was first shown at the October 1987 Tokyo Motor Show.   A very sophisticated concept vehicle, it was based on the Toyota Carina, and was in fact a proof of concept vehicle slated initially for small-scale production.
A measure of Toyota's intent with the vehicle was its allowing journalists from Car Magazine to review the vehicle in 1986. Their view was favourable with regard to the overall performance of the vehicle, although the natural turbine lag of the engine did hurt the overall impression of the review. The CVT automatic gearbox did however endear the vehicle to testers - this gearbox has now become the cornerstone of Toyota automatic gearboxes, and the basis of the Toyota Prius gearbox. The GTV was also reviewed by Popular Science magazine. 
The GTV used the Gas Turbine II engine. A one stage turbine was used to drive the compressor while a second turbine was connected to the drive shaft. The second stage also took the place of the fluid flywheel (torque converter). Unlike the earlier Chrysler Turbine Car, the GTV had a de-coupled gas turbine (i.e. output was by a separate turbine) with a two-stage heat exchanger designed to reduce the exhaust gas temperature. The compressor turbine spun at up to 68,000 rpm while the output turbine spun at up to 65,000 rpm. A regenerator took waste heat and transferred it to the incoming air, increasing efficiency. The engine output was reduced by 10.13 before being mated to the gearbox, giving a maximum power of 148 hp (110 kW) at 5300 rpm and a maximum torque of 245.9 lb·ft (333 N·m).
|Body style||3 door hatchback|
|Engine||1.3 L 2E-ELU I4|
|Transmission||4 speed automatic|
The two doors pivoted up and to the front to allow passengers to exit from the car in places that ordinary swing-out doors can not handle. Gas filled struts kept the door in place when open. The doors covered the roof of the car as well as the sides, with the door glass forming part of the roof.
The AXV-II went into production as the Toyota Sera in March 1990.
|Engine||3.8 L V8|
It had an all alloy, quad cam, 32 valve, EFI, 3.8 litre V8 engine. It is not clear if the engine was a development of the V series engines used in the Century or a prototype of the 1UZ-FE which was later used in the Lexus LS400 (some 1UZ-FE prototypes from about 1987 were the same size). The radiator cooling fans were hydraulically driven under computer control.
At the time, the drive train was Toyota's only 4WD system using a V8. The front/rear split was normally 30/70 but could change up to 50/50. A 4 speed electronically controlled automatic gearbox was used. Electronic Skid Control and Traction Control were included.
The FXV-II may have included 4 wheel steering.
The interior included GPS navigation and computerised CRT displays.
Th body was made from resin and was shown in both open (no roof) and closed (with a roof) forms, although both forms had no doors. The front bumper sloped back and upwards, running into the cabin to form the dashboard. The rear bumper sloped forward and down, running into the cabin to form the side armrests. The construction was lightweight, being designed as a LSV for use inside shopping malls, hospitals and similar environments.
Zinc-bromide batteries of 106 V were used to power an AC induction motor. This gaves it a top speed of 43 km/h (27 mph). When driven at 30 km/h (19 mph) it had a range of 165 km (103 mi). The batteries could be charged from a standard Japanese 100 V mains socket.
|Manufacturer||Toyota Motor Company|
Lexus SC400 Coupe
|Body style||2+2 coupe|
|Engine||4.5 L 1UZ-FE-based V8|
|Transmission||6 speed manual, rear mounted|
|Curb weight||3,197 lb (1,450 kg)|
The Toyota 4500GT concept debuted at the 1989 Frankfurt Auto show. It is a 2 door, 2+2 coupe that signalled Toyota's entry into the competitive upper-level luxury coupe class. Although the car's controversial styling was almost universally disliked by the show-goers at the Frankfurt show, its mechanical components were far more relevant, as they carried over much more closely to its production offspring than the styling did.
Toyota claimed the 4500GT was capable of transporting 4 passengers and their luggage comfortably at a speed of 300 km/h (186 miles per hour). To achieve this, the car had to be both efficient, and powerful. The body's unusual shape (dropping snout, flat and abrupt rear end) yielded an extremely low coefficient of drag for the time period - just .29.
The power plant was quite impressive. A derivative of Toyota's then-new 1UZ-FE V8, the 4500GT boasted an additional 500 cc of displacement over the production unit, twin overhead camshafts per cylinder bank, and 5 valves per cylinder. This high tech masterpiece produced 295 bhp (220 kW) at 6600 rpm and 390 N·m (288 lb·ft) at 4800 rpm. This alloy V8 was mated with a 6 speed manual transmission, which was mounted at the rear with the differential to even out the front/rear weight balance.
The suspension used double control arms front and rear. The front utilized upper A arms and lower L arms, and the rear used upper L arms and lower A arms for increased camber to promote stability in high speed corners.
No acceleration testing was ever done on the car, but with 295 bhp (220 kW) and a curb weight of 3,197 lb (1,450 kg), the rear-wheel drive 4500GT could be reasonably expected to achieve 60 mph (97 km/h) an hour in less than 7 seconds.
The 4500GT never made it directly to the showroom; however, it was the predecessor to the Toyota Soarer (also known as the Lexus SC400 Coupe). The Soarer/SC400 utilized a milder production version of the 4500GT's V8, a 4.0 L with 250 hp (186 kW). The styling of the Soarer/SC400 was in the eyes of many much more cohesive and attractive, and it went on to great commercial success on the mechanical backbone of the 4500GT concept.
- Toyota concept vehicles, 1935-1969
- Toyota concept vehicles, 1970-1979
- Toyota concept vehicles, 1990-1999
- Toyota concept vehicles, 2000-2009
- Toyota concept vehicles, 2010-2019
- "Toyota RV5 - Salon De Tokyo". 4x4 Magasine (Jan). 1982.
- Edwin M. Reingold, Charles L. Martin (1983-11-14). "Tokyo's Wonder Cars". Time Magazine U.S. Retrieved 2011-09-06.
- Tokyo Motor Show brochure (in Japanese). Toyota. 1983. Retrieved 2011-09-06.
- Ryuzo Hoshino (1987). "Fifty years of Toyota Concept Cars". the wheel extended 17 (3): 48–49. ISSN 0049-755X.
- S. Parker (1986). "Steering to the Four". Popular Mechanics (Feb): 94.
- Herbert Shuldiner (1986). "4-Wheel Steering - here now for all-out performance". Popular Science (Feb): 32.
- Tokyo Motor Show brochure (in Japanese). Toyota. 1985. Retrieved 2011-09-06.
- C.P. Gilmore (1988). "From Japan: Ultimate Technocars". Popular Science (Feb): 32.
- Kevin Radley (1988). "Driving Toyota's turbine car". Popular Science (Feb): 50.
- Tokyo Motor Show Magazine (in Japanese). 1975.
- Tokyo Motor Show brochure (in Japanese). Toyota. 1977. Retrieved 2011-09-06.
- "TMS 1987 Press Release". Toyota. 1987. Retrieved 2010-03-03.