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Toyota T engine

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Template:Infobox automobile engine

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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 4T-GTE variant of this engine allowed Toyota to compete in the World Rally Championship in the early 1980s, making it the first Japanese manufacturer to do so.

Race engines based on the 2T-G include the 100E and 151E.

  • All T engines utilize a timing chain and have a cast iron block with an alloy cylinder head with hardened valve seats and a hemispherical combustion chamber design (HEMI).
  • All T engines are carburetted except those with electronic fuel injection, "E" designation.
  • All T engines use a 2 valve OHV design except those with a DOHC performance head, "G" designation.
  • The 12T/13T has a sub-cylinder directly behind the spark plug that leads into a smaller chamber for emission purposes.

Features overviewEdit

Code Bore mm Stroke mm Power PS (kW) Torque Nm (lbft) Compression Years Comments
T 80 70 Template:Convert at 6,000 rpm Template:Convert at 3,800 rpm (early)
Template:Convert at 3,800 rpm 		8.5:1 1970–1979
T-B Template:Convert at 6,000 rpm Template:Convert at 4,000 rpm 9.6:1 1970–1975 dual carburetor
T-BR Template:Convert at 6,000 rpm Template:Convert at 4,000 rpm 8.5:1 1970–1975 dual carburetor, low compression
T-J Template:Convert at 6,000 rpm Template:Convert at 3,800 rpm 8.5:1 1975-1979 Japanese emission controls for commercial vehicles
T-U Template:Convert at 5,800 rpm (early)
Template:Convert at 5,800 rpm 		Template:Convert at 3,800 rpm (early)
Template:Convert at 3,400 rpm 		8.5:1 (early)
9.0:1 		1976–197? Japanese emission controls
2T 85 Template:Convert at 6,000 rpm Template:Convert at 3,800 rpm 8.5:1 50 kW and 105 Nm (South Africa)
2T-C Template:Convert at 6,000 rpm (91) at 3,800 rpm 8.5:1 1970–1979 emission controls (EGR)
2T-B Template:Convert at 6,000 rpm Template:Convert at 4,200 rpm 9.4:1 1970–1975 dual carburetor
2T-BR Template:Convert at 6,000 rpm Template:Convert at 4,200 rpm 8.5:1 1970–1975 dual carburetor, low compression
2T-G Template:Convert at 6,400 rpm Template:Convert at 5,200 rpm 9.8:1 1970–1975 DOHC, dual carburetor
2T-GR Template:Convert at 6,000 rpm (101) at 4,800 rpm 8.8:1 1970–1975 DOHC, dual carburetor, low compression
2T-GEU Template:Convert at 6,000 rpm Template:Convert at 4,800 rpm 8.4:1
9.0:1 (late) 		1978–1985 DOHC, EFI, Japanese emission controls (TTC-C)
2T-J Template:Convert at 5,400 rpm (TownAce)
Template:Convert at 6,000 rpm 		Template:Convert at 3,400 rpm (TownAce)
Template:Convert at 3,800 rpm 		9.0:1 (TownAce)
8.5:1 		Japanese emission controls for commercial vehicles
2T-U Template:Convert at 6,000 rpm Template:Convert at 3,800 rpm 9.0:1 1975– Japanese emission controls (TTC-C)
12T Template:Convert at 5,400 rpm (early)
Template:Convert at 6,000 rpm 		Template:Convert at 3,400 rpm (early)
(94) at 3,800 rpm 		8.5:1 (early)
9.0:1 		Japanese emission controls (TTC-L)
12T-J Template:Convert at 5,600 rpm Template:Convert at 3,400 rpm 8.8:1 Japanese emission controls for commercial vehicles
12T-U Template:Convert at 5,600 rpm Template:Convert at 3,400 rpm 9.3:1 Japanese emission controls (TTC-V)
3T 78
3T-C emission controls (EGR)
3T-U Japanese emission controls (TTC-C)
3T-EU Template:Convert at 5,400 rpm Template:Convert at 3,600 rpm 9.0:1 EFI, Japanese emission controls (TTC-C)
3T-GTE Template:Convert at 6,000 rpm (152) at 4,800 rpm 7.8:1 DOHC, EFI, turbo, twin spark plugs, Japanese emission controls
3T-GTEU Template:Convert at 6,000 rpm (152) at 4,800 rpm 7.8:1 1982-1985 Same as 3T-GTE
13T Japanese emission controls (TTC-L)
13T-J<ref name=Catvol27>Template:Citation</ref> Template:Convert at 5,400 rpm Template:Convert at 3,400 rpm 8.6:1 Japanese emission controls for commercial vehicles
13T-U Template:Convert at 5,400 rpm Template:Convert at 3,400 rpm 8.6:1 1977-1981 Japanese emission controls (TTC-V)
4T-GTEU 85.5 Template:Convert Road version, DOHC, EFI, turbo, twin spark plugs, Japanese emission controls, 1,791 cc
4T-GTEU 89 84 Template:Convert Race version, DOHC, EFI, KKK turbo, twin spark plugs, 2,090 cc

Template:Anchor TEdit

The first T engine displaced Template:Convert and was produced from 1970 through 1979. Cylinder bore and stroke is Template:Convert.

Output is Template:Convert at 6,000 rpm and Template:Convert at 3,800 rpm. The more-powerful Template:Convert twin-carburetor T-B was produced for the first six years, as well as the single carb T-D which had a somewhat higher compression ratio for Template:Convert.

From 1977 there was also a T-J, a version with some simple emissions equipment intended for Japanese market commercial vehicles. With an 8.5:1 compression ratio, this produces Template:Convert at 6,000 rpm and Template:Convert at 3,800 rpm.<ref name="T131153">Template:Citation</ref>

The T-U also appeared in 1977 with even stricter emission equipment for Japanese market non-commercial vehicles.

Applications:

Template:Anchor 2TEdit

The larger Template:Convert 2T was produced from 1970 through 1984. Cylinder bore and stroke is Template:Convert.

The 2T engines are usually coupled with either a T40 4 speed/T50 5 speed manual transmission, or an A40 3 speed automatic transmission.

Output for the early 2T-C bigport design is Template:Convert which is also due to different SAE testing methods, while the later version is Template:Convert at 5200 rpm and Template:Convert at 3800 rpm, compression at 9.0:1.<ref>Template:Cite magazine</ref> The twin-carb 2T-B produces Template:Convert and Template:Convert. The 2T-J, for commercial vehicles with less restrictive emissions standards, produces Template:Convert at 6000 rpm and Template:Convert at 3800 rpm.<ref>Template:Citation</ref>

Applications:

This engine was also commonly used in Australian Formula Two race cars during the 1970s and 1980s, where they typically made between 180 and Template:Convert. The 1979 championship was won by a Toyota 2T-powered Cheetah Mk6.

Template:Anchor 2T-GEdit

File:1970 Toyota 2T-G Type engine.jpg
A Toyota 2T-G engine

The 2T-G, produced from 1970 through 1983, is a chain driven 8v DOHC version. Output is Template:Convert and Template:Convert. Variants include the air-injected 2T-GR, Japan-spec 2T-GU, and fuel injected 2T-GEU. Twin sidedraft Template:Convert Mikuni-Solex PHH carburetors were used in non EFI versions. All 2T-G cylinder heads were cast by Yamaha, however, some are not marked as such.

The 2T-G was replaced by the 4A-GE in most applications.

Applications:

Like the 2.0 L 18R-G, the 2T-G was considered the flagship engine of Toyota's 1600 class until it was superseded by the 4A-GE in the 1980s. The 2T-G is still a popular engine for conversions to classic Celicas and Corollas and are often suitable for classic and formula racing series.

When bored out to a maximum of Template:Convert and combined with a 3T crankshaft, the 2T and 2T-G will have a displacement of almost 2.0 L. The 2T and 3T series use the same connecting rod dimensions, with the different pin heights on the pistons. Aftermarket pistons are available from very low (<7.0:1) through to very high (>13.0:1) compression ratios. Racing 2T-G engines ("NOVA") featured Template:Convert bore and stroke for a Template:Convert displacement. Output is around Template:Convert at 6,000 rpm with a 12.0:1 compression ratio. This engine was used in Formula 3 cars in both Europe and Japan (where it dominated), as well as in Formula Pacific (FP).<ref>Template:Citation</ref>

Template:Anchor 12TEdit

The Template:Convert 12T and 12T-U (lean burn) was produced from 1970 through 1983. It produces Template:Convert at 5,600 rpm and Template:Convert at 3,400 rpm. There was also a 12T-J version for commercial vehicles, which didn't have to meet as stringent emissions standards in Japan. In response to Honda's CVCC emissions, Toyota introduced "TTC-L", using a lean burn implementation.

Applications:

Template:Anchor 3TEdit

The 3T displaces Template:Convert and was produced from 1973 through 1985. Cylinder bore and stroke is Template:Convert. The 3T-U was originally compliant with Japan's 1976 emissions standards (TTC-C), from October 1977 it used Toyota's lean burn system called TGP ("Turbulence Generating Pot") in order to pass the 1978 emissions standards.

The 3T OHV engines are mated to either of a T40 4-speed, T50 5-speed manual transmission, or an A40 3-speed, or A40D 4-speed automatic transmission.

Output ranges from Template:Convert and Template:Convert between the California 3T-C and Japan-spec fuel injected 3T-EU.

Applications:

Template:Anchor 13TEdit

The Template:Convert 13T-U was produced from 1977 through 1982. It produces Template:Convert at 5,400 rpm and Template:Convert at 3,400 rpm with a twin barrel carburettor.

Applications:

Template:Anchor 3T-GTEEdit

The 3T-GTE, first released in September 1982, is the most performance oriented version of the Template:Convert 3T engine. It features a hemi chambered 8v twin-cam head with twin-spark (two spark plugs per cylinder) design and swirl inlet ports for better efficiency. The EFI system saw the introduction of knock control. It is turbocharged by a Toyota CT20 Turbo (the same unit as used in the 2L-T diesel) to generate Template:Cvt at 6,000 rpm and Template:Convert at 4,800 rpm. This was the first turbocharged twin-cam engine built in Japan. Units built after May 1983 received a water cooled turbocharger.<ref name ="twincams">Toyota Twin Cam, p. 12</ref> The engine was considerably over-engineered for durability, for instance featuring doubled cam roller chains, as it was also to form the basis for the 4T-GT competition engines.<ref>Toyota Twin Cam, p. 13</ref> It either came mated to a W55 5speed manual with a larger Template:Cvt clutch and lighter, Template:Cvt flywheel or an A43D 4-speed automatic transmission.

Applications:

3T-GTE powered vehicles are badged as GT-T or GT-TR.

Template:Anchor 4T-GTEEdit

This is the version of the T family which powered Toyota's Group B and World Rally Championship cars. The homologation engine, introduced in November 1982, features a Template:Convert increase in bore over the 3T, giving Template:Convert.<ref name ="twincams"/> With a multiplication factor of 1.4 for turbocharged engines, this equalled Template:Convert in the eyes of the FIA, placing the Celica in the Template:Convert class. The smaller 3T engine would have fit snugly under the 2.5-liter limit, but being in the larger class allowed Toyota to stretch the 4T-GT engine to Template:Convert, Template:Convert for a converted displacement of Template:Convert which better suited the comparatively heavy Celica.<ref name ="TC">Toyota Twin Cam, p. 24</ref>

In race trim it was a high-performance engine of Template:Convert with either a Toyota or a KKK/K27 turbocharger, electronic fuel injection, and a twin-spark ignition system, producing Template:Convert depending on race trim.<ref name="TTE-TA64">{{#invoke:citation/CS1|citation |CitationClass=web }}</ref> The 1984 Group B rally version produced Template:Convert at 8,000 rpm.<ref name ="TC"/> The road going homologation version (4T-GTEU, 200 built) produces Template:Convert. The total build number, including modified versions, was 228.<ref>Toyota Twin Cam, p. 7</ref>

Applications:

Race enginesEdit

The '151E' engine used 4 valves per cylinder.Template:Citation needed

The '100E' engine used twin spark plugs with 2 valves per cylinder but was used mainly by a Toyota works team.Template:Citation needed

Italy Nova Corporation produced a 2.0 L engine based on the 2T-G that was used in most of the world F3 cars for a long time.<ref>{{#invoke:citation/CS1|citation |CitationClass=web }}</ref><ref>{{#invoke:citation/CS1|citation |CitationClass=web }}</ref><ref>{{#invoke:citation/CS1|citation |CitationClass=web }}</ref><ref>{{#invoke:citation/CS1|citation |CitationClass=web }}</ref>

The production Template:Convert 4T-GTE was stretched to Template:Convert for race use.

See alsoEdit

External linksEdit

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ReferencesEdit

Template:Reflist

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