The Toyota R family was a series of inline-fourgasoline automobile engines. Designed for longitudinal placement in such vehicles as the Celica and Hilux and in production from 1953 through 1997, usage faded out as many of Toyota's mainstream models moved to front-wheel drive. Overhead cam (OHC) versions featured a chain-driven camshaft.
The 1.5L (1,453cc)R family was produced from 1953 through 1964, and was originally manufactured at the Toyota Honsha plant.
Bore and stroke was 77mm ×78mm (3.03in ×3.07in).[1] In common with new engines of the time, it was made from cast iron (both the block and the head), water cooled, used a three bearing crank, 12V electrics and a side-mounted gear-driven camshaft controlling overhead valves via pushrods in a non-cross flow head (exhaust and inlet manifolds being on the same side of the engine).[1] Induction was by a twin throat down-draft carburettor, the compression ratio was 8.0:1 and the total weight was 155kg (342lb).[1] An LPG version, the R-LPG, was produced for the last two years.
The R engine was the Toyota engine used in the 1958 Toyota Crown, the first model to be exported to the United States. Road & Track was unimpressed with the engine on its introduction, noting that it idled quietly but was "not capable of very high revolutions per minute."
The 1.5L (1,490cc)2R family was produced from 1964 through 1971. It is a square engine, with bore and stroke of 78mm (3.07in).
Again, an LPG version, the 2R-LPG, was produced alongside the gasoline version. Production had been gradually transferred from the original Honsha plant to the new Toyota Kamigo plant in 1968.
The 1.9L (1,897cc)3R family was produced from 1959 through 1968.
When introduced it had a 7.7:1 compression ratio. In 1960 the 3R was uprated to 8:1 and the 3R-B version was offered from 1960 through 1968 with the old 7.7:1 compression ratio. The 3R-C was introduced to comply with California emissions laws. The 3R-LPG variant was produced for the last five years.
The 2.0L (1,994cc)5R family was produced from 1968 through 1986. An LPG version, the 5R-LPG, was produced from 1968 through 1983.
It is a 2-valve OHV engine. Cylinder bore and stroke are 88mm ×82mm (3.46in ×3.23in). Output was 79kW (106hp; 107PS) at 5200rpm and 169N⋅m (125lb⋅ft) at 3000rpm. Trucks such as the Dyna received a version tuned for torque, with a maximum power of 59kW (79hp; 80PS) at 4600rpm and torque of 145N⋅m (107lb⋅ft) at 3000rpm.[3]
Applications:
Toyota Crown: third through sixth generation (RS50, RS60/66, RS80/RS100, and RS110). Only with LPG for taxi use in the last two generations.
The 1.7L (1,707cc)6R was produced from 1969 through 1974. Output is 107hp (80kW; 108PS) at 5,300rpm. The 6R-B was produced those same years, while the natural gas powered 6R-LPG was produced from 1970 through 1973.
The 1.6L (1,591cc)7R was produced from 1968 through 1971 with a twin throat down-draft carburettor.[5] The 7R-B was produced from 1968 through 1969 with dual SU carburetors and higher compression. The 7R-LPG was produced from 1969 through 1970.
The 7R was similar in displacement and technology to the 4R except the wider 86mm (3.39in) bore and shorter 68.5mm (2.70in) stroke of the 7R gave different power characteristics.
The 1.9L (1,858cc)8R The engine was produced from 1968 through 1973. Cylinder bore and stroke was 85.9mm ×80mm (3.38in ×3.15in) with a five bearing crank. It was also available as the 8R-D, dual SU 8R-B, EFI8R-E, Californian-spec 8R-C and DOHC8R-G.
It was a major departure for the R family. With a 2-valve SOHC head, it impressed contemporary reviewers – Road & Track praised its quietness and free-revving nature.
The 8R engine has a closed chamber head vs the open chamber of the 18R-C.[citation needed] The 8R-B has dual side draft SU-type Aisan carburettors with the float bowl under the body and vacuum activated power valves with strangle plates for chokes and liquid cooled intake with a balance tube.[citation needed]
Toyota upped the ante again with the DOHC (but still 2-valve) 8R-G, produced from 1969 through 1972. From 1969 to Feb 1971 it was known as the 10R, but along with a removal of the tensioner gear in the interest of quieter operation, it was renamed the 8R-G to reflect the decision that twin-cam engines were henceforth to be identified by a "-G" suffix.[7] 4,931 twin cam engines were built, all installed in the Toyota Corona Mark II (RT72) 1900 GSS. The 10R/8R-G weighed in at 170kg (370lb) and as such was both lighter and more compact than its less powerful predecessor the 9R[8]
The 1.6L (1,587cc)9R was produced from 1967 through 1968. Bore and stroke 80.5mm ×78mm (3.17in ×3.07in).
It was essentially a 4R with a DOHC head designed by Yamaha. The cam lobes activated the valves directly via a bucket over shim arrangement. This same arrangement was used on the 2M, 8R-G, 10R, 18R-G, 2T-G, 4A-GE and 3T-GTE engines (all designed by Yamaha).
Output was 82kW (110hp; 111PS) at 6,200rpm and 136N⋅m (100lb⋅ft) at 5,000rpm. It was a 2-valve DOHC design with two Solex carburettors and weighed 174kg (384lb). A total of 2,229 9R engines were built.[8]
The twin cam 1.9L (1,858cc)10R was produced from 1967 through Feb 1971, when it was renamed the 8R-G. The later 8R-G version did not receive a timing chain tensioner in an effort to make it more silent.[7]
Output was 104kW (139hp; 141PS) at 6,400rpm and 166N⋅m (122lb⋅ft) at 5,200rpm.
The 1.6L (1,587cc)12R was produced from 1969 through 1988. It was also built in the Philippines as the 12R-M,[9] by Toyota's local affiliate Delta Motors Corporation. Technical Specs (Finnish Owner's Manual from 1973 Corona Mark 1) – Four cylinder, 4-stroke, OHV – Bore × stroke: 80.5mm ×78mm (3.17in ×3.07in) – Compression ratio: 8.5:1 – Maximum power: 90PS (66kW; 89hp) at5400rpm SAE
The 12R-LPG, was produced from 1969 through 1983. Technical Specs: 1975 59kW (80PS; 79hp)redline 4,400rpm
The OHC 1.8L (1,808cc)16R was produced from 1974 through 1980. Power output as mounted in a 1980 Mark II was 105PS (77kW; 104hp) at 5,600rpm, while a twin carburetted version produced 110PS (81kW; 108hp) at 6,000rpm.[10] The 16R-B was produced for the first two years. There was also a 16R-J version for various commercial vehicle applications.
The 2-valve DOHC18R-G and its variations were produced from 1973 to 1982, replacing the 8R-G and providing a performance engine which took advantage of the entire 2-litre limit of Japan's "small car" class.[7] While most 18R-Gs had a head designed and made by Yamaha, a very few had Toyota heads.[citation needed] Yamaha's tuning-fork logo can be seen on the Yamaha heads. Except for the head and related timing components, most parts were shared or interchangeable with the SOHC 18R. Combustion chambers were hemispheric.
18R-G in an engine bay
In 1975, air injection was added to the Japan-market 18R-GR for improved emissions. This used Solex carburettors.[7] A fuel injected and catalyzed Japan-market version, the 18R-GEU, was produced from 1978 through 1982. There was also a catalyzed carburetted version, the 18R-GU.
1973 TE27 Rally Car with a 152E TRD Race Engine
Competition versions of the 18R-G and -GE include those used in rally Celicas of the period, one of which finished second in the 1977 RAC Rally. These had 4-valve heads and were called 152E, they were of 89mm ×80mm (3.50in ×3.15in) bore and stroke and 1,995 or 1,998cc (121.7 or 121.9cuin) (depending on the source).[14] The Group 4rally version of the 152E had two twin-choke carburettors, and developed 240PS (177kW; 237hp) at 9000rpm.[15] Higher tuned engines developed as much as 300PS (221kW; 296hp) at 9,200rpm. German racing team Schnitzer also developed a turbocharged silhouette racing version of the Celica,[14] to take on the Porsche 935. With a KKKturbocharger, the Group 5 Celica developed 560PS (412kW; 552hp) but reliability was less than satisfactory.[16]
The 2-valve SOHC2.0L (1,968cc)19R was produced from 1974 through 1977. Cylinder bore and stroke was 88.5mm ×80mm (3.48in ×3.15in). Its dimensions are the same as of the 18R, but it featured TTC-V, Toyota's licensed version of Honda's CVCCstratified charge combustion system. Output is 80PS (59kW; 79hp). The 19R was a short-lived experiment by Toyota, and was only offered in Japanese market cars.
The 2-valve SOHC2.2L (2,190cc)20R was produced from 1975 through 1980. Cylinder bore and stroke was 88.5mm ×89mm (3.48in ×3.50in). Aluminum alloy heads were used.
Initial output was 72kW (97hp; 98PS) at 4800rpm (90hp (67kW; 91PS) in California) and 162N⋅m (119lb⋅ft) at 2,800rpm. Power was down slightly from 1978 through 1979 at 71kW (95hp; 97PS) at 4800rpm and 165N⋅m (122lb⋅ft) at 2400rpm. The final version, from 1979 through 1980, was down again at 67kW (90hp; 91PS) at 4800rpm (still at 95hp (71kW; 96PS) in Canada) and 165N⋅m (122lb⋅ft) at 2400rpm.
The 20R and subsequent models featured important design changes relative to the earlier SOHC R-series engines. The head was changed from a reverse-flow to a cross-flow type with hemispherical combustion chambers and shorter valve rockers. The timing chain was strengthened. The lower block bearings were strengthened against wear, safeguarding oil pressure, and the stroke was lengthened. The changes increased torque substantially and shifted peak power and torque towards the lower speed range. The later R series engines did much to establish Toyota's reputation for reliability, which had previously been indifferent at best.
The 2-valve SOHC2.0L (1,972cc)21R was produced from 1978 through 1987. Cylinder bore and stroke are 84mm ×89mm (3.31in ×3.50in).
Output for export markets, largely unconstrained by emissions, was 74kW (100PS; 99hp) DIN at 5,000rpm and 154N⋅m (114lb⋅ft) at 4,000rpm. Air injection and federally compliant emissions equipment for the 21R-C (1982–1985) dropped power down to 67kW (91PS; 90hp) SAE net at 5,000rpm. The air-injected Japanese version, the 21R-U, produces 77kW (105PS; 104hp) JIS at 5,200rpm and 162N⋅m (119lb⋅ft) at 3,600rpm but dropped to 74kW (100PS; 99hp) at 5,400rpm and 154N⋅m (114lb⋅ft) at 4,000rpm in 1986.
The 2-valve SOHC2.4L (2,366cc)22R was produced from 1981 through 1997.
Cylinder bore and stroke was 92mm ×89mm (3.62in ×3.50in).
Initial output was 72kW (97hp; 98PS) at 4,800rpm and 174N⋅m (128lb⋅ft) at 2,800rpm. By 1990 the 22R was producing 81kW (109hp; 110PS) at 5,000rpm and 187N⋅m (138lb⋅ft) at 3,400rpm.
The first fuel injected22R-E engines appeared in August 1982. Output of these engines is commonly rated at 78kW (105hp; 106PS) at 4,800rpm and 185N⋅m (136lb⋅ft) at 2,800rpm.
In 1985, the engine was significantly reworked, output was up to 84kW (113hp; 114PS) at 4,800rpm and 190N⋅m (140lb⋅ft) at 3,600rpm. Many parts from the newer 22R/R-E are not compatible with those from the older pre-1985 engine. Non-compatible parts include the cylinder head, block, pistons and many of the associated parts such as the timing chain and cover, and water and oil pumps (although the oil pump internals are the same). These changes also affected the 22R, therefore one can consider the 85–95 22R-E as a fuel injected version of the 85–90 22R with only minor differences, if any.
Toyota swapped the dual-row timing chain used in older engines for a single-row chain with plastic guides in 1983. The new system reduced drag on the engine but introduced a new maintenance problem. After about 100,000 miles (160,000km) of operation, the chain may stretch to the point that the hydraulic-operated chain tensioner cannot take up any more slack. The timing chain then impacts the plastic driver's side chain guide, breaking it within a short period of time and creating a noticeable chattering sound in the front of the engine, especially when cold. If the engine continues to be operated without the guide restraint, the chain will vibrate excessively on the driver's side and stretch rapidly. The result is any of several failure modes.
First, the loose chain will reduce ignition timing accuracy, which usually results in noticeably rough running. Second, it may jump a tooth on the drive sprocket or break entirely, which almost always results in major damage to an interference engine. Third, the stretched chain can slap against the side of the timing cover and wear through the metal into the coolant passage behind the water pump, resulting in major damage to both the oil and cooling systems (sometimes mis-diagnosed as a head gasket failure). The damaged aluminum timing cover is difficult to repair effectively and is typically replaced after such an event. Aftermarket timing-chain kits for the 22R/R-E typically include steel-backed guides that do not readily break even after the initial chain stretching has occurred, permitting the chain to run beyond the 100,000 miles (160,000km) point without further incident. However, some Toyota mechanics will recommend the plastic guides as they will break when the timing chain is stretched; When the guides break a noticeable chatter is heard from the timing chain slapping on the cover, warning the operator of a worn timing chain.
The turbocharged22R-TE (sold from late 1985 through 1988) produced 101kW (135hp; 137PS) at 4,800rpm and 234N⋅m (173lb⋅ft) at 2,800rpm.
These engines are extremely well known for their durability, decent fuel efficiency and good low to mid range torque.
However, its weakness is high-end power. The 22R has a large displacement and a strong block, but its comparatively long stroke and restrictive head limit its use in high revving applications. Thus, the Toyota 18R-G, 2T-G, 4A-GE and 3S-GE 4-cylinder engines are better suited for performance applications.
A popular modification to the early 22R is to use a 20R head. Contrary to popular lore, the 20R head does not have smaller combustion chambers. The misunderstanding originated when the 22R came out and an advantage was its higher compression ratio, so swapping a 20R block with a 22R, there was a compression increase. The 20R head has straight ports, so can flow better than the 22R head, improving high RPM power. The 20R head is a simple bolt-on modification for the pre-1985 block, but also requires the use of the 20R intake manifold, making it almost impossible (there's a lot of matching necessary) to use with the 22R-E EFI system.[21] For blocks 1985 and onwards, further modifications are required.[22]
The Toyota Celica is an automobile produced by Toyota from 1970 until 2006. The Celica name derives from the Latin word coelica meaning heavenly or celestial. In Japan, the Celica was exclusive to the Toyota Corolla Store dealer chain. Produced across seven generations, the Celica was powered by various four-cylinder engines, and bodystyles included convertibles, liftbacks, coupés and notchback coupés.
The Toyota A Series engines are a family of inline-four internal combustion engines with displacement from 1.3 L to 1.8 L produced by Toyota Motor Corporation. The series has cast iron engine blocks and aluminum cylinder heads. To make the engine as short as possible, the cylinders are siamesed.
Toyota Motor Corporation's M family of engines were a longitudinally mounted straight-6 engine design. They were used from the 1960s through the 1990s. All M family engines were OHC designs. While the M family was born with a chain-driven single camshaft it evolved into a belt-driven DOHC system after 1980. All M family engines used a cast-iron block with an aluminum cylinder head, and were built at the Toyota Kamigo plant in Toyota City, Japan.
The Toyota ZZ engine family is a straight-4 piston engine series. The ZZ series uses a die-cast aluminium engine block with thin press-fit cast iron cylinder liners, and aluminium DOHC 4-valve cylinder heads. The camshafts are chain-driven. The two 1.8 L members of the family, the 1ZZ and 2ZZ, use different bore and stroke. The former was optimised for economy, with torque emphasised in lower revolutions per minute operating range, while the latter is a "square" design optimised for high-RPM torque, yielding higher peak power. The ZZ family replaced the extremely popular cast-iron block 4A engines.
The Toyota AZ engine family is a straight-4 piston engine series. The AZ series uses an aluminium engine block with cast iron cylinder liners and aluminium DOHC cylinder head. The engine series features many advanced technologies including slant-squish combustion chambers, offset cylinder and crank centers, and the VVT-i continuously variable intake valve timing system. The aluminium engine measures 626 mm (24.6 in) long, 608 mm (23.9 in) wide, and 681 mm (26.8 in) tall.
The Toyota RZ engine family is a straight-four piston engine series built in Japan. The RZ series uses a cast-iron engine block and aluminum SOHC or DOHC cylinder heads. It has electronic fuel injection (EFI), 2 or 4 valves per cylinder and features forged steel connecting rods.
The Toyota VZ engine family is a series of V6 gasoline piston engines ranging from 2.0 to 3.4 L in displacement and both SOHC and DOHC configurations. It was Toyota's first V6 engine, being made as a response to Nissan’s VG engine, one of Japan’s first mass-produced V6 engines.
The Toyota K series is an inline-four engine that was produced from 1966 through 2007. It is a two-valve pushrod engine design. It was originally built from the Toyota Kamigo plant in Toyota City factory in Japan.
The Toyota T series is a family of inline-4 automobile engines manufactured by Toyota beginning in 1970 and ending in 1985. It started as a pushrod overhead valve (OHV) design and later performance oriented twin cam (DOHC) variants were added to the lineup. Toyota had built its solid reputation on the reliability of these engines.
The Toyota Motor Corporation G-family engine is a family of straight-6 piston engines produced from 1979 to 2008. It is notable in that only a single displacement, 2.0 L (1,988 cc), was produced in this series. Initially belt-driven OHC non-interference engines, multivalve DOHC and variable valve timing were added later during the production run. The 1G-GEU was Toyota's first mass produced four-valve twincam engine. A prototype version of the 1G-GEU called the LASREα–X, featuring twin-turbos, variable valve timing and intake as well as variable displacement, was fitted to the Toyota FX-1 show car at the 1983 Tokyo Motor Show. It showcased a number of technologies which were later to become commonplace.
The Toyota Hilux, stylized as HiLux and historically as Hi-Lux, is a series of pickup trucks produced and marketed by the Japanese automobile manufacturer Toyota. The majority of these vehicles are sold as pickup truck or cab chassis variants, although they could be configured in a variety of body styles.
The Toyota GR engine family is a gasoline, open-deck, piston V6 engine series. The GR series has a 60° die-cast aluminium block and aluminium DOHC cylinder heads. This engine series also features 4 valves per cylinder, forged steel connecting rods and crankshaft, one-piece cast camshafts, a timing chain, and a cast aluminium lower intake manifold. Some variants use multi-port fuel injection, some have D4 direct injection, and others have a combination of direct injection and multi-port fuel injection or D4-S.
The Toyota S Series engines are a family of straight-four petrol engines with displacements between 1.8 and 2.2 litres, produced by Toyota Motor Corporation from January 1980 to August 2007. The S series has cast iron engine blocks and aluminium cylinder heads.
The Toyota E engine family is a straight-four piston engine series, and uses timing belts rather than chains. The E engines were the first multi-valve engines from Toyota designed with economy, practicality and everyday use in mind. Like many other Toyota engines from the era, the E engine series features a cast iron block, along with an aluminium cylinder head. E engines are lighter than earlier Toyota engines, due to the hollow crankshaft, thinned casting of the cylinder block, and several other reductions in auxiliaries as well as in the engine itself. Carbureted versions include a newly designed, variable-venturi carburetor. All of these changes improved economy and emissions. The members of the E engine family, range from 1.0 L to 1.5 L. The E family supplanted the K engines in most applications. A large number of parts in the E engine series are interchangeable between each other.
The L family is a family of inline four-cylinder diesel engines manufactured by Toyota, which first appeared in October 1977. It is the first diesel engine from Toyota to use a rubber timing belt in conjunction with a SOHC head. Some engines like the 2L-II and the 2L-T are still in production to the present day. As of August 2020, the 5L-E engine is still used in Gibraltar in the fifth-generation Toyota HiAce, eighth-generation Toyota Hilux, second-generation Toyota Fortuner, and fourth-generation Toyota Land Cruiser Prado. Vehicles with the diesel engine were exclusive to Toyota Japan dealership locations called Toyota Diesel Store until that sales channel was disbanded in 1988.
The Toyota KZ is one of Toyota's small passenger diesel engines.
The Toyota UR engine family is a 32-valve dual overhead camshaft V8 piston engine series which was first introduced in 2006, as the UZ series it replaced began phasing out. Production started with the 1UR-FSE engine with D-4S direct injection for the 2007 Lexus LS. The series launched with a die-cast aluminum engine block, aluminum cylinder heads and magnesium cylinder head covers. All UR engines feature variable valve timing for both intake and exhaust cams or Dual VVT-i. Timing chains are used to drive the camshafts. The UR engine has been produced in 4.6, 5.0, and 5.7-liter displacement versions.
The Toyota KD engine series is a diesel engine produced by Toyota which appeared in 2000.
The Toyota TR engine is a family of gasoline engines that appeared in 2004. They are mainly used for Toyota Hilux and other vehicles in the Toyota IMV platform; and are designed to be mounted longitudinally for pickup RWD and 4WD pickup applications.
The Toyota Y engine is a series of overhead valve straight-four petrol engines manufactured by Toyota from 1982 through 1996. The Y engine has mostly been used in commercial and off-road vehicles.
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