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Toyota R engine

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Template:Use dmy dates Template:Infobox automobile engine

The Toyota R family was a series of inline-four gasoline 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.

History of the R familyEdit

REdit

File:1953 Toyota R Type engine.jpg
1953 Toyota R engine.

The Template:Convert R family was produced from 1953 through 1964, and was originally manufactured at the Toyota Honsha plant.

Bore and stroke was Template:Convert.<ref name="RT20parts">Corona 1500 Parts Catalog, No.53282-67</ref> 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).<ref name="RT20parts"/> Induction was by a twin throat down-draft carburettor, the compression ratio was 8.0:1 and the total weight was Template:Convert.<ref name="RT20parts"/> 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."

Code Power Torque Years Comments
R Template:Convert at 4,400 rpm Template:Convert at 2,600 rpm 1953–1964
R-LPG 1962–1964 LPG

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2REdit

The Template:Convert 2R family was produced from 1964 through 1971. It is a square engine, with bore and stroke of Template:Convert.

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.

Code Power Torque Years Comments
2R Template:Convert at 5,000 rpm Template:Convert at 2,600 rpm 1964–1969
2R-LPG 1964–1969 LPG

Applications:<ref name="Riken71">Template:Citation</ref>

3REdit

File:Toyota 3R-C Engine.jpg
Toyota 3R-C engine

The Template:Convert 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.

Code Power Torque Years Comments
3R Template:Convert at 4,600 rpm Template:Convert at 2,600 rpm 1959–1960 7.7 CR
3R Template:Convert at 5,000 rpm Template:Convert at 3,400 rpm 1960–1968 8.0 CR
3R-B Template:Convert at 4,600 rpm Template:Convert at 2,600 rpm 1960–1968 7.7 CR
3R-C emissions control – California
3R-LPG 1963–1968 LPG

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4REdit

The Template:Convert 4R family was produced from 1965 through 1968.

Bore and stroke was Template:Convert.

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5REdit

The Template:Convert 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 Template:Convert. Output was Template:Convert at 5200 rpm and Template:Convert at 3000 rpm. Trucks such as the Dyna received a version tuned for torque, with a maximum power of Template:Convert at 4600 rpm and torque of Template:Convert at 3000 rpm.<ref name="inufa82">Template:Citation</ref>

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6REdit

The Template:Convert 6R was produced from 1969 through 1974. Output is Template:Convert at 5,300 rpm. The 6R-B was produced those same years, while the natural gas powered 6R-LPG was produced from 1970 through 1973.

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7REdit

The Template:Convert 7R was produced from 1968 through 1971 with a twin throat down-draft carburettor.<ref name="RT41parts">Toyota Corona Deluxe, Parts Catalog, No.53212-68</ref>
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 Template:Convert bore and shorter Template:Convert stroke of the 7R gave different power characteristics.

Code Power Torque Compression Years Comments
7R<ref name="RT41parts"/> Template:Convert at 5,500 rpm Template:Convert at 3,800 rpm 8.5 1968–1971
7R-B<ref name="RT41parts"/> Template:Convert at 6,200 rpm Template:Convert at 4,200 rpm 9.5 1968–1969 Dual SU carburettors
7R-LPG 1969–1971 LPG

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8REdit

File:8R engine in a 1971 Toyota Hilux.jpg
Toyota 8R engine in a Hilux

The Template:Convert 8R The engine was produced from 1968 through 1973.
Cylinder bore and stroke was Template:Convert with a five bearing crank.
It was also available as the 8R-D, dual SU 8R-B, EFI 8R-E, Californian-spec 8R-C and DOHC 8R-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.Template:Cn 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.Template:Cn

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.<ref name="TC27">Template:Citation</ref> 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 Template:Convert and as such was both lighter and more compact than its less powerful predecessor the 9R<ref name="twincams">Toyota Twin Cam, p. 6</ref>

Code Power Torque Compression Years Comments
8R Template:Convert at 5,500 rpm Template:Convert at 3,800 rpm 9.0 1968–1972
8R-B Template:Convert at 6,000 rpm Template:Convert at 4,000 rpm 10.0 1969–1971 Dual SU carburetors
8R-D
8R-E EFI
8R-C Template:Convert at 5,500 rpm Template:Convert at 3,600 rpm 9.0 Californian emissions controls
8R-G Template:Convert at 6,400 rpm Template:Convert at 5,200 rpm 1969–1972 DOHC, dual side-draft carburettors

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9REdit

File:Toyota 9R engine 02.jpg
Toyota 9R engine in a Corona

The Template:Convert 9R was produced from 1967 through 1968. Bore and stroke Template:Convert.

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 Template:Convert at 6,200 rpm and Template:Convert at 5,000 rpm. It was a 2-valve DOHC design with two Solex carburettors and weighed Template:Convert. A total of 2,229 9R engines were built.<ref name="twincams"/>

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10REdit

The twin cam Template:Convert 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.<ref name="TC27"/>

Output was Template:Convert at 6,400 rpm and Template:Convert at 5,200 rpm.

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12REdit

The Template:Convert 12R was produced from 1969 through 1988. It was also built in the Philippines as the 12R-M,<ref name="VIM">Template:Citation</ref> 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: Template:Convert
– Compression ratio: 8.5:1
– Maximum power: Template:Convert at 5400 rpm SAE

The 12R-LPG, was produced from 1969 through 1983.
Technical Specs: 1975 Template:Convert redline 4,400 rpm

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16REdit

The OHC Template:Convert 16R was produced from 1974 through 1980. Power output as mounted in a 1980 Mark II was Template:Convert at 5,600 rpm, while a twin carburetted version produced Template:Convert at 6,000 rpm.<ref>Template:Citation</ref> The 16R-B was produced for the first two years. There was also a 16R-J version for various commercial vehicle applications.

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18REdit

File:1974 Toyota Celica engine (5948543051).jpg
Toyota 18R-C engine in a Celica

The 18R series shared a Template:Convert block; cylinder bore and stroke was Template:Convert.

The 2-valve, SOHC versions were as follows:

Code Power Torque Years Comments
18R<ref name=retro18R>Template:Cite bookTemplate:Dead link</ref> Template:Convert
Template:Convert at 5000 rpm 		Template:Convert
Template:Convert at 3600 rpm 		1971–1981
 ?
non-emissions Hilux
18R-C Template:Convert at 5500 rpm Template:Convert at 3600 rpm 1971–1981 emissions control – worldwide (Californian Standards)
18R-U Template:Convert at 5500 rpm Template:Convert at 3600 rpm 1975–1978 emissions control – Japan
18R-E Template:Convert<ref>{{#invoke:citation/CS1|citation CitationClass=web

}}</ref> at 5600 rpm

Template:Convert at 4400 rpm 1974–1975 EFI, Japan only
File:Toyota 18R-E engine.jpg
Japan only 18R-E in a Carina

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18R-GEdit

File:18R-GUengine.jpg
18R-G on an engine stand

The 2-valve DOHC 18R-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.<ref name="TC27"/> While most 18R-Gs had a head designed and made by Yamaha, a very few had Toyota heads.Template: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.

File:18rg.jpg
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.<ref name="TC27"/> 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.

File:Bigmikemunizrallycar.jpg
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 Template:Convert bore and stroke and Template:Convert (depending on the source).<ref name=TC1>Toyota Twin Cam, p. 25</ref> The Group 4 rally version of the 152E had two twin-choke carburettors, and developed Template:Convert at 9000 rpm.<ref>{{#invoke:citation/CS1|citation |CitationClass=web }}</ref> Higher tuned engines developed as much as Template:Convert at 9,200 rpm. German racing team Schnitzer also developed a turbocharged silhouette racing version of the Celica,<ref name="TC1"/> to take on the Porsche 935. With a KKK turbocharger, the Group 5 Celica developed Template:Convert but reliability was less than satisfactory.<ref>{{#invoke:citation/CS1|citation |CitationClass=web }}</ref>

Code Power Torque Years Weight Comments
18R-G<ref name="twincams"/><ref name=retro18R/> Template:Convert at 6400 rpm Template:Convert at 5200 rpm 1972–1981 Template:Convert
18R-GR<ref name="twincams"/> Template:Convert at 6400 rpm Template:Convert at 4800 rpm 1973–1975 low compression for regular fuel
18R-GU<ref name="twincams"/> Template:Convert at 5800 rpm Template:Convert at 4800 rpm 1975–1978 Template:Convert emissions control – Japan.
18R-GEU<ref>Toyota Twin Cam, p. 7</ref> Template:Convert at 5800 rpm Template:Convert at 4800 rpm 1978–1982 Template:Convert EFI, emissions control (Japan).

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19REdit

The 2-valve SOHC Template:Convert 19R was produced from 1974 through 1977. Cylinder bore and stroke was Template:Convert. Its dimensions are the same as of the 18R, but it featured TTC-V, Toyota's licensed version of Honda's CVCC stratified charge combustion system. Output is Template:Convert. The 19R was a short-lived experiment by Toyota, and was only offered in Japanese market cars.

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20REdit

The 2-valve SOHC Template:Convert 20R was produced from 1975 through 1980. Cylinder bore and stroke was Template:Convert. Aluminum alloy heads were used.

Initial output was Template:Convert at 4800 rpm (Template:Convert in California) and Template:Convert at 2,800 rpm. Power was down slightly from 1978 through 1979 at Template:Convert at 4800 rpm and Template:Convert at 2400 rpm. The final version, from 1979 through 1980, was down again at Template:Convert at 4800 rpm (still at Template:Convert in Canada) and Template:Convert at 2400 rpm.

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.

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21REdit

The 2-valve SOHC Template:Convert 21R was produced from 1978 through 1987. Cylinder bore and stroke are Template:Convert.

Output for export markets, largely unconstrained by emissions, was Template:Cvt DIN at 5,000 rpm and Template:Convert at 4,000 rpm. Air injection and federally compliant emissions equipment for the 21R-C (1982–1985) dropped power down to Template:Cvt SAE net at 5,000 rpm. The air-injected Japanese version, the 21R-U, produces Template:Cvt JIS at 5,200 rpm and Template:Convert at 3,600 rpm but dropped to Template:Cvt at 5,400 rpm and Template:Convert at 4,000 rpm in 1986.

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22REdit

File:1989ToyotaHiluxSURF4x4-engine.jpg
22R-E engine fitted in a 1989 Hilux Surf

The 2-valve SOHC Template:Convert 22R was produced from 1981 through 1997.

Cylinder bore and stroke was Template:Convert.

Initial output was Template:Convert at 4,800 rpm and Template:Convert at 2,800 rpm. By 1990 the 22R was producing Template:Convert at 5,000 rpm and Template:Convert at 3,400 rpm.

The first fuel injected 22R-E engines appeared in August 1982. Output of these engines is commonly rated at Template:Convert at 4,800 rpm and Template:Convert at 2,800 rpm.

In 1985, the engine was significantly reworked, output was up to Template:Convert at 4,800 rpm and Template:Convert at 3,600 rpm. 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 Template:Convert 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 Template:Convert 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 turbocharged 22R-TE (sold from late 1985 through 1988) produced Template:Convert at 4,800 rpm and Template:Convert at 2,800 rpm.

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.<ref name="toysport">{{#invoke:citation/CS1|citation |CitationClass=web }}</ref> For blocks 1985 and onwards, further modifications are required.<ref name="lcengineering20r22r">{{#invoke:citation/CS1|citation |CitationClass=web }}</ref>

Code Power Torque Years Comments
22R Template:Convert at 4,800 rpm Template:Convert at 2,800 rpm 1981–1990 carb, dual row timing chain ('81–'82)

carb, single row timing chain ('83–'90)

22R Template:Convert at 5,000 rpm Template:Convert at 3,400 rpm 1990–1995
22R-E Template:Convert at 4,800 rpm Template:Convert at 2,800 rpm 1983–1984 EFI, single row timing chain
22R-E Template:Convert at 4,800 rpm Template:Convert at 3,600 rpm 1985–1997 EFI, single row timing chain
22R-TE Template:Convert at 4,800 rpm Template:Convert at 2,800 rpm 1986–1988 turbocharged, single row timing chain

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ReferencesEdit

Template:Reflist

See alsoEdit

Template:Sister project

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