No wonder the Toyota team seconded to Yamaha brought in an E-type to see how its new 2000GT measured up. That and a Lotus Elan, of course, and DNA from both can be traced in the car’s two main components: the chassis, which mimics the classic Lotus backbone, and the shape, which is like a five-sixths-scale version of Jaguar’s masterpiece.
The styling is often credited to Count Albrecht von Görtz, whose A550X Nissan concept car was a contemporary project at the Yamaha works. But while that may well have been an influence, the 2000GT’s bold style was the work of Satoru Nozaki.
In the best Japanese tradition, the Toyota ‘borrows’ cues from other cars and refines them into a cohesive new whole, only marred by a slight fussiness to the front end thanks to the extra pop-up lamps added to comply with Federal height regulations.
Look around and you’ll spot inspiration from the BMW 507 in the black knock-on magnesium alloys, Maserati in the crisp line around the tail, the C1 Corvette in those tiny rear-wing lamps and Zagato’s famous ‘double bubble’ in the roof.
The 2000GT’s interior is cramped, but sumptuous
Pull the deliciously delicate bespoke handle, swing open the door – with its upswept rear edge designed to avoid clouting it on kerbs – and, if like me you’re over 6ft tall, you soon see why Sean Connery needed the roof to be lopped off his 2000GT for its starring role in You Only Live Twice.
It’s very cramped. But even with knees jammed up against the under-dash switch panel – with its elegant knobs that look like typewriter keys – it’s worth making the effort, because the interior is fabulous.
There are some cheaper touches such as the heat-formed faux stitching in the vinyl, but the slender Elan-like bucket seats are comfortable and ahead there’s a wraparound windscreen so curved that it’s like looking out of a motorcycle visor, Stratos-style.
Much of the cabin is entirely original, and it’s a joy to look at the slender Rosewood veneers – Yamaha also made pianos, remember – and funky detailing, from the Ton Tun radio, via the square Jeco clock and stopwatch to the sweeping doorcards, each with their own cigarette lighter and ashtray: a particularly neat ‘GT Man’ touch.
Eager little Toyota has a huge appetite for corners; Yamaha twincam is a jewel
Turn the key and the first thing to strike you is that the 2000GT is just so... Japanese. It fires first time, ticks over with absolute serenity and picks up cleanly with every blip of the throttle. Although it gives away nearly 2 litres in capacity to the E-type, at lower revs it has surprisingly similar straight-six bluster – a result, presumably, of the same twin-cam layout.
The stubby mahogany-topped gearlever needs a firm hand, but the homegrown five-speed ’box is precise and positive – and as soon as you get it stoked up the engine takes on an entirely different character, eagerly zinging towards its 7000rpm redline with the same reliable, free-spinning feel as a Japanese-made drill.
The iron block’s humble origins in the Toyota Crown are brilliantly disguised by the Yamaha twin-cam big-valve hemi-head and, despite conceding over 100bhp to the E-type, it feels little slower – and certainly quicker than the performance figures suggest.
Much of that is because the car feels so alive. The steering isn’t light, but it’s super-responsive and sharp, matched to a chassis that mimics the Elan in its agility and precision. The ride is good yet there’s little roll and no hint of understeer, and the narrow track and slim 165 SR15 Michelin XZXs mean that oversteer will soon catch out the unwary if you back off mid-corner.
In short, it’s the only car here that feels like a sports car. Unfortunately, it’s also by far the most expensive. When we last drove a 2000GT (in 2007), it was valued at around £150k; today, it’s a million-dollar car. Which means that in the ‘which one would I have?’ battle, it prices itself out of contention to mere mortals.
Although it was brought to life as a response to the success of British designs, the Corvette’s blend of style, sound and character endeared it to millions, and its crossed-flag badges and orange-painted V8 have become as much a part of US culture as burgers and rock ’n’ roll. And if that’s your taste rather than fine dining, it’s easy to see why you might pick one over an E-type.
But there is a good reason why the Jaguar is the default dream car for enthusiasts the world over: fast, beautiful and usable – it has it all. You can’t help wondering, however, whether the GT might have been a success had Toyota managed to keep the price down to E-type levels – or, better still, to match the Corvette.
Because even as a hand-built exotic it was a warning shot across the bows, one that helped lay the foundations for what was to follow. Hot on its heels came the Datsun 240Z, an affordable sports car that US buyers took to their hearts, and as Detroit foundered Japan began to dominate.
And what is America’s best-selling passenger car today? Why a Toyota, of course.
Images: Julian Mackie
This article appears in American Classics, the fourth of Classic & Sports Car’s ‘Greatest Hits’ special collector’s magazines. On sale now, it features 200 pages of wonderful features covering all sectors of the USA’s vast motoring heritage, from Ford Model A through Shelby GT350 and Lincoln Continental, and right up to the Chrysler Viper. Click here for full details and to order your copy
FACTFILE: CHEVROLET CORVETTE STING RAY
- Sold/number built 1963-’67/45,546 (all coupes)
- Construction steel perimeter frame chassis, glassfibre body with steel inner structure
- Engine all-iron, ohv 5356cc V8, four-barrel Carter AFB carburettor (L75 ‘327/300’ spec, as tested)
- Max power 300bhp @ 5000rpm
- Max torque 360lb ft @ 3200rpm
- Transmission all-synchromesh four-speed manual, driving rear wheels
- Suspension independent, at front by unequal-length wishbones, coil springs, anti-roll bar rear transverse leaf spring, lower links, trailing arms; telescopic dampers f/r
- Steering recirculating ball, with optional power assistance
- Brakes discs
- Length 14ft 7 1 / 4in (4450mm)
- Width 5ft 9 1 / 2in (1765mm)
- Height 4ft 1 3 / 4in (1264mm)
- Wheelbase 8ft 2in (2490mm)
- Weight 3050lb (1383kg)
- 0-60mph 7.5 secs
- Top speed 124mph
- Mpg 14.8
- Price new $4353
- Price now from £40,000
FACTFILE: JAGUAR E-TYPE S1 FHC
- Sold/number built 1961-’68/15,439 (all fhcs inc ‘S1 1 / 2’ models)
- Construction steel monocoque with tubular front subframe
- Engine iron-block, alloy-head, dohc 3781/4235cc straight-six, triple 2in SU HD8 carburettors
- Max power 265bhp @ 5500rpm (3.8)
- Max torque 260lb ft @ 4000rpm
- Transmission Moss four-speed manual, no synchro on first (all-synchromesh for 4.2), driving rear wheels
- Suspension independent, at front by double wishbones, coil springs, telescopic dampers, anti-roll bar rear lower links, driveshafts as upper links, twin coil/ damper units
- Steering rack and pinion
- Brakes discs, with servo
- Length 14ft 7 1 / 4in (4450mm)
- Width 5ft 5 1 / 4in (1660mm)
- Height 3ft 11in (1190mm)
- Wheelbase 8ft (2440mm)
- Weight 2650lb (1202kg)
- 0-60mph 6.9 secs
- Top speed 150mph
- Mpg 17.9
- Price new $5580
- Price now from £45,000
FACTFILE: TOYOTA 2000GT
- Sold/number built 1966-’70/337
- Construction steel backbone chassis, steel semi-unitary body
- Engine iron-block, alloy head and sump, dohc 1988cc straight-six, triple twinchoke Mikuni-Solex 40mm carburettors (last seven ‘S2’ cars with single-cam 2.3-litre ‘six’)
- Max power 150bhp @ 6600rpm
- Max torque 130lb ft @ 5000rpm
- Transmission all-synchromesh five-speed manual (optional automatic on final S2 cars), driving rear wheels
- Suspension independent, by double wishbones, coil springs, telescopic dampers, anti-roll bar f/r
- Steering rack and pinion Brakes discs, with servo
- Length 12ft 10 1 / 2in (3924mm)
- Width 5ft 3in (1600mm)
- Height 3ft 9 3 / 4in (1161mm)
- Wheelbase 7ft 7 3 / 4in (2330mm)
- Weight 2560lb (1161kg)
- 0-60mph 10 secs
- Top speed 130mph
- Mpg n/a
- Price new $7250
- Price now from £500,000
Click here to view all Chevrolet Corvette (including Sting Ray) classic cars for sale
Click here to view all Jaguar E-type classic cars for sale
Click here to view all Toyota 2000GT classic cars for sale
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Alastair Clements
Alastair is Editor in Chief of Classic & Sports Car and has been associated with the brand for more than 20 years