TOYOTA TF104

   The Panasonic Toyota Racing team begins its third year in Formula 1 with renewed hopes, greater ambitions, a new management structure, and, above all, a completely new car. Tsutomu Tomita, president of TMG (Toyota Motorsports GmbH, the European headquarters of the team based in Cologne, Germany), appoints British engineer Mike Gascoyne, a highly experienced figure in the world of Formula 1, with the task of coordinating and organizing the team’s work. Although Toyota already had Keizo Takahashi as Technical Director, Gustav Brunner as Chief Designer, and René Hilhorst as Head of Aerodynamics, Brunner himself admitted that the complex job of leading a large team required a specialist engineer. Gascoyne arrived at TMG too late to influence the design and development of the new TF104, but his valuable work would nonetheless be felt as the season progressed.

TOYOTA TF104, Olivier Panis
Kuala Lumpur, Malaysian GP 2004

   Engine Technical Director Luca Marmorini also expressed satisfaction with the arrival of the English engineer, as it allowed him to focus more specifically on his role. Marmorini faced the difficult challenge of maintaining the power and reliability of the RVX-03 V10 while extending the engine’s lifespan to around 800 km, enough to last an entire race weekend. However, the new technical regulations, published well in advance, gave the Italian engineer the opportunity to design the new RVX-04 V10 which, thanks also to the considerable resources made available by Toyota, successfully achieved the target. In fact, despite reaching around 900 hp at 19,000 rpm and maintaining flawless reliability without suffering a single failure throughout the season, the new Toyota V10 turned out to be more compact and lighter than its predecessor. The gearbox was also completely new and, for the first time, produced internally by TMG without using external suppliers. Built with a titanium casing and seven smaller, lighter gears, it allowed significant weight savings while also reducing size, with clear aerodynamic advantages at the rear. Even in engine and gearbox electronics, although Magneti Marelli remained a technical partner, many resources were redirected to developing control units in-house, thanks to collaboration with Denso.

TOYOTA TF104, Olivier Panis
Melbourne, Australian GP 2004 

   The new TF104 was considered an evolutionary step from the previous cars, with its design dating back as far as ten months before its debut on track. At the launch, on January 17, Brunner was confident he had produced a highly competitive car, having corrected the flaws of the previous TF103 while keeping its external appearance and shape, but with every single element redesigned from scratch and a noticeable aerodynamic step forward. The team confirmed the drivers from the previous season, Frenchman Olivier Panis and Brazilian Cristiano da Matta, who started the season in Australia with a very disappointing 12th and 13th place finish. In fact, the new TF104 not only failed to compete with rival cars, but it was actually slower than the 2003 TF103. Up to mid-season, Toyota completely failed to meet expectations, scoring only one 6th place with Da Matta and one 5th and one 8th with Panis.

TOYOTA TF104, Cristiano da Matta
Montecarlo, Monaco GP 2004 

   After Brunner’s dismissal, full technical responsibility passed to Gascoyne, and from the German Grand Prix the new TF104B, designed under the English engineer’s supervision, was introduced. The new version maintained the same wheelbase but shifted weight toward the rear, shortening the rear end and lengthening the nose, beneath which a new twin-keel suspension mounting was installed. The chassis shape in front of the sidepods was shortened to narrow around the driver’s torso, creating space to better manage airflow around the sidepods. Internal airflow management within the sidepods was revised with new radiators, while the “coke bottle” rear section of the bodywork was further accentuated, now featuring a large double deflector. The engine cover, less sloped than before, was extended further, with the exhaust outlets reduced in size. The Toyota V10 was further upgraded by Marmorini’s team, introducing a new RVX-04 specification with a slight increase in horsepower and smoother power delivery.

TOYOTA TF104B, Olivier Panis
Hungaroring, Hungarian GP 2004

   Despite the debut of the new TF104B, the German Grand Prix was a disaster: Da Matta retired due to a puncture and Panis finished only 14th. From the next race onwards, Da Matta was replaced by fellow Brazilian Ricardo Zonta, who also failed to score points, with a 10th place finish as his best result. Panis too was eventually released to make way for Italian driver Jarno Trulli, who was confirmed for the following season. At the end of the championship, Toyota finished a disappointing 8th in the standings, with only 9 points compared to the 16 scored the previous year.