1970 to 1985
Overview
Manufacturer	Toyota
Production	1970-1985
Combustion chamber
Cylinder block alloy	Cast iron
Valvetrain	8 valve chain-driven
Fuel	Petrol

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 carburated 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 overview

T

The first T engine displaced 1,407 cc and was produced from 1970 through 1979. Cylinder bore is 80 mm (3.15 in) and stroke is 70 mm (2.76 in).

Output is 86 hp (64 kW) at 6,000 rpm and 85 lb·ft (115 N·m) at 3,800 rpm. The more-powerful (95 PS) 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 90 PS (66 kW).

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 80 PS (59 kW) at 6,000 rpm and 11.3 kg·m (111 N·m; 82 lb·ft) at 3,800 rpm.

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

Applications:

• 1970–1977 Toyota Carina TA10/15/16V (first generation)
• 1977–1979 Toyota Carina Van TA16V (second generation, T-J)
• Toyota Celica TA20
• Toyota Corolla TE20/25
• Toyota Corolla TE30/35/50
• Toyota Sprinter TE40/50 

2T

The larger 1,588 cc 2T was produced from 1970 through 1984. Cylinder bore is 85 mm and stroke is 70 mm.

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 102 hp which is also due to different SAE testing methods, while the later version is 75 hp (56 kW) at 5200 rpm and 86 lb·ft (116 Nm) at 3800 rpm, compression at 9.0:1. The twin-carb 2T-B produces 90-105 hp (67-78 kW) and 85–102 lb·ft (115-138 N·m). The 2T-J, for commercial vehicles with less restrictive emissions standards, produces 93 PS (68 kW) at 6000 rpm and 13.1 kg·m (128 N·m; 95 lb·ft) at 3800 rpm.

Applications:

• Toyota Corolla E20 through E30 series
• Toyota Carina A10 through A60 series
• Toyota Celica A20 through A60 series
• Toyota Corona TT100/106V/110
• Toyota Corona TT130/137V
• Toyota Corona TT140
• Daihatsu Charmant
• Toyota TownAce TR10V (2T-J)
• Daihatsu Delta Wide TB10

This engine was also commonly used in Australian Formula Two race cars during the 1970s and 1980s, where they typically made between 180 and 200 hp. The 1979 championship was won by a Toyota 2T powered Cheetah mk6. In 1984 Peter Glover borrowed a Cheetah mk7 powered by Toyota 2T for one round. The car won the round and helped secure the championship.

12T

The 1,588 cc 12T and 12T-U (lean burn) was produced from 1970 through 1983. It produces 88 hp (66 kW) at 5,600 rpm and 96 lb·ft (130 N·m) 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:

• Toyota Corolla TE52
• Toyota Corolla Van TE73/74 (12T-J)
• Mar 1976-Jul 1977 Toyota Carina TA31-A
• Aug 1977-Aug 1981 Toyota Carina TA41-A
• Aug 1979-Aug 1981 Toyota Carina Van TA49V-A (12T-J)
• Aug 1977-Jun 1981 Toyota Celica TA41-B
• Jan 1980-Feb 1982 Toyota Celica Camry TA41-C
• Toyota Corona TT120
• Sep 1978-Dec 1981 Toyota Corona TT130
• Dec 1979-Dec 1981 Toyota Corona Van TT138 (12T-J)
• Jan 1982-Oct 1983 Toyota Corona Van TT147 (12T-J)
• Toyota Sprinter TE66
• Toyota TownAce Wagon TR11G
• Apr 1978-Sep 1981 Daihatsu Charmant A40
• Daihatsu Delta Wide Wagon TB11G

2T-G

The 2T-G, produced from 1970 through 1983, is a chain driven 8v DOHC version. Output is 110-125 hp (82-93 kW) and 105–109 lb·ft (142-147 N·m). Variants include the air-injected 2T-GR, Japan-spec 2T-GU, and fuel injected 2T-GEU. Twin sidedraft 40mm 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:

• Toyota Corolla Levin/Sprinter Trueno E20 through E70 series
• Toyota Celica A20 through A60 series
• Toyota Carina A10 through A60 series

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 89 mm and combined with a 3T crankshaft, the 2T and 2T-G will have a displacement of almost 2.0L. 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 (<7:1) through to very high (>13:1) compression ratios. Racing 2T-G engines ("NOVA") featured 87.0 mm bore and 84.0 mm stroke for a 1,997 cc displacement. Output is around 170 PS (125 kW) at 6,000 rpm with a 12:1 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).

3T

The 3T displaces 1770 cc and was produced from 1977 through 1985. Cylinder bore is 85 mm (3.35 in) and stroke is 78 mm (3.07 in). 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 70-105 hp (52-78 kW) and 93–120 lb·ft (126-162 N·m) between the California 3T-C and Japan-spec fuel injected 3T-EU.

Applications:

• Toyota Carina TA40 series
• Toyota Corolla TE72
• Toyota Corona TT130 series
• Toyota Corona TT141
• Toyota Celica A60 series
• Toyota Celica Camry TA50 series
• Toyota Mark II/Chaser TX30 series

13T

The 1,770 cc 13T-U was produced from 1977 through 1982. It produces 95 PS (70 kW) at 5,400 rpm and 15.0 kg·m (147 N·m) at 3,400 rpm with a twin barrel carburettor.

Applications:

• August 1979–1982 Toyota Corolla TE70
• Toyota Celica A40 series
• Toyota Celica Camry TA46
• Toyota TownAce TR15
• Toyota TownAce Truck TM20
• Toyota Cresta TX50
• Toyota Chaser and Toyota Mark II TX60
• Daihatsu Delta Wide Wagon TB15G (TownAce)

3T-GTE

The 3T-GTE, first released in September 1982, is the most performance orientated version of the 1,770cc 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 160 PS (119 kW) at 6,000 rpm and 152 lb·ft (206 N·m) 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. 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.It either came mated to a W55 5speed manual with a larger 225mm clutch and lighter 8kg flywheel or an A43D 4speed automatic transmission.

Applications:

• Sept 1982–-1985 Toyota Celica TA63
• Sept 1982–-? Toyota Carina TA63
• Sept 1982–-? Toyota Corona TT142

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

4T-GTE

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 0.5 mm increase in bore over the 3T, giving 1,791 cc. With a multiplication factor of 1.4 for turbocharged engines, this equalled 2,507 cc in the eyes of the FIA, placing the Celica in the 2,501-3,000 cc 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 2,090 cc (89.0 x 84.0 mm for a converted displacement of 2,926 cc) which better suited the comparatively heavy Celica.

In race trim it was a high-performance engine of 2,090 cc with either a Toyota or a KKK/K27 turbocharger, electronic fuel injection, and a twin-spark ignition system, producing 360 to 600 PS depending on race trim. The 1984 Group B rally version produced 326 PS (240 kW) at 8,000 rpm. The road going homologation version (4T-GTEU, 200 built) produces 180 PS (132 kW). The total build number, including modified versions, was 228.

Applications:

• Toyota Celica Twincam Turbo TA64 GT-TS
• Toyota Celica "IMSA GTO"
• Toyota 83C
• Toyota 84C
• Toyota 85C
• Toyota 86C
• Eagle Mk I

Race engines

The '151E' engine used 4 valves per cylinder.

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

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.

The production 1791 cc 4T-GTE was stretched to 2090 cc for race use.

The Toyota K series was a straight-4 engine produced from 1966 through 2007. It was a two-valve pushrod engine design, a rarity for the company.

All K series are non-crossflow engines – the inlet and exhaust manifolds are on the same side. They have cast iron blocks and aluminium alloy heads, with a crankshaft supported by five main bearings. K series motors have both hydraulic tappet or hydraulic valve lifters, solid lifters and 1.5 ratio rockers with an adjustment thread for tappet clearance. 7k engines were released with only the hydraulic valve lifters from factory, whereas 4k and 5k engines were made with both hydraulic and solid lifters (depending on year and which model vehicle.)

K

The 8-valve OHV 1.1 L (1,077 cc) K was produced from 1966 through 1969. A similar K-B was produced from 1968 through 1969, the -B designates twin carburettors. Thus equipped, the engine produces 73 PS (54 kW) at 6,600 rpm. The Publica SL received this more powerful version.

Applications:

• Toyota Corolla (KE1x)
• Toyota Publica (KP3x)

2K

The eight-valve OHV 1.0 L (993 cc) 2K was produced from 1969 through 1988. The cylinder bore was 72 mm and stroke was 61 mm.

Output in 1978 was 47 hp (35 kW) at 5,800 rpm, and 66 N·m at 3,800 rpm. In 1984, the equivalent was 49 hp (36 kW) at 5,600 rpm and 49 lb·ft (66 N·m) at 4,000 rpm.

Applications:

• Toyota Publica/1000 (KP30/KP36)
• Toyota Starlet

3K

The eight-valve overhead valve 1.2 L (1,166 cc) 3K was produced from 1969 through 1977. Cylinder bore was 75 mm (2.95 in) and stroke was 66 mm (2.6 in).

The 1969 through 1975 3K-B was a twin-carb version. The California-spec 3K-C (1977–1979) and 3K-H were other available versions.

Applications

• Toyota Corolla
• Toyota Kijang/First Generation Toyota Tamaraw
• Toyota LiteAce (KM10)
• Toyota Publica (later pickups and vans received the desmogged 3K-HJ engine)
• Toyota Starlet
• Toyota TownAce (KR10)
• Daihatsu Charmant (A10)
• Daihatsu Delta 750 (KB10)

Specifications

4K

The 1.3 L (1,290 cc) 4K was produced from 1977 through 1989. Cylinder bore was 75 mm (2.95 in) and stroke was 73 mm (2.87 in). It was an 8-valve OHV engine.

In 1980, the 4K produced 58 hp (41 kW) at 5250 rpm. From 1983 through 1984, output was 62 hp (46 kW) at 5600 rpm and 72 lb·ft (97 N·m) at 3600 rpm.

The 1981 and 1982 California-spec 4K-C produced 58 hp (43 kW) at 5200 rpm and 67 lb·ft (90 Nm) at 3600 rpm. Torque was up to 74 lb·ft (100 N·m) at 3400 rpm for the fuel injected 1982 through 1984 4K-E. The Japan-spec 4K-U produced 74 hp (55 kW) at 5600 rpm and 78 lb·ft (105 N·m) at 3600 rpm in 1982. Available in hydraulic and solid lifter configurations

Applications:

• Toyota Corolla
• Toyota Kijang/Second Generation Toyota Tamaraw
• Toyota Liteace
• Toyota Starlet
• Daihatsu Charmant
• 1977–1979 Daihatsu Delta 750 (KD11)

5K

The 1.5 L (1,486 cc) 5K was produced from 1983 through 1996. Bore is 80,5 mm, stroke is 73.0 mm. Like the smaller 4K motor, it uses hydraulic lifters as well as solid (pushrod) lifters.

Applications:

• 1983.08-1987.10 Toyota Carina Van (KA67V 'Van') 5K-J
• 1983.05-1987.08 Toyota Corolla Van (KE74V) 5K-J
• 1983.10-1987.12 Toyota Corona Van (KT147V 'Van') 5K-J, 83 PS (61 kW) at 5,200 rpm
• Toyota Liteace KR27 Van
• Toyota Liteace KM36 Van 49 kW@4800rpm, 115 nm@3200
• Toyota Kijang/Tamaraw
• Toyota TownAce KR-41 Van

7K

The 1.8 L (1,781 cc) 7K was first introduced in 1983. Cylinder bore was 80.5 mm (3.17 in) and stroke was 87.5 mm (3.44 in). Output was 80 hp (60 kW) at 4600 RPM and 103 lb·ft (139 N·m) at 2800  Was available with a 5 speed manual & 4 speed automatic transmission. Available in both fuel injected and carburetted configurations, the 7K produces much more power and torque compared to the other K engines however it is a lot less 'rev happy' due to having such a large stroke.

7K-E is available in KR42 Townace SBV vans (1997–2007) using a large G52 5 speed gearbox (Same bellhousing to box pattern as W55), or automatic.

Applications:

• Toyota Kijang/Toyota Revo/Toyota TownAce/Toyota LiteAce

The Toyota R family was a series of straight-four gasoline engines. Designed for longitudinal use in such vehicles as the Celica and Hilux and in production from 1953 through 1997, use faded out as many of Toyota's mainstream models moved to front-wheel drive. OHC versions featured a chain-driven camshaft, mitigating the danger of internal damage from interference as in belt-driven engines.

History of the R family Engine

R

The 1.5 L (1,453 cc) R family was produced from 1953 through 1964.

Bore was 77 mm (3.03 in) and stroke was 78 mm (3.07 in). 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). Induction was by a twin throat down-draft carburettor, the compression ratio was 8.0:1 and the total weight was 155 kg. 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."

Applications:

• 1953-1955 Toyota Super
• 1955-1956 Toyota Master
• 1955-1958 Toyota Crown

2R

The 1.5 L (1,490 cc) 2R family was produced from 1964 through 1971. It is a square engine, with bore and stroke of 78 millimetres.

Again, an LPG version, the 2R-LPG, was produced alongside the gasoline version.

Applications

• 1964-Jan 1970 Toyota Corona RT40/RT46V/RT50/RT56
• Feb 1970-Jan 1971 Toyota Corona RT80/90/86V
• 1968-1971 Toyota Mark II
• Toyota Bus RH15B
• 1965-1967 Toyota Stout RK43/RK47
• Toyota Toyoace PK41
• Toyota Hilux RN10

3R

The 1.9 L (1,897 cc) 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 Californian emissions laws. The 3R-LPG variant was made for the last five years.

Applications:

• 1963–1968 Toyota Dyna
• 1964–1967 Toyota Stout, originally 85 PS (63 kW)
• 1969–? Toyota Hilux
• 1967–1969 Toyota Corona (US)
• 1959–1967 Toyota Crown
• 1959–? Toyota Masterline

4R

The 1.6 L (1587 cc) 4R family was produced from 1965 through 1968.

Bore was 80.5 mm and stroke was 78 mm.

Applications:

• 1967 Toyota Corona (Japan)

5R

The 2.0 L (1,994 cc) 5R family was produced from 1968 through 1986.
An LPG version, the 5R-LPG, was produced from 1968 through 1983.

It was a 2-valve OHV engine. Cylinder bore was 88 mm (3.46 in) and stroke was 82 mm (3.23 in).
Output was 106 hp (79 kW) at 5,200 rpm and 125 lb·ft (169 N·m) at 3,000 rpm.

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.
• Toyota Dyna RU10
• Toyota Stout RK101
• Toyota Toyoace RY20
• Aug 1981-? Toyota Corona sixth generation (RT131), only LPG with automatic transmission.

6R

The 1.7 L (1,707 cc) 6R was produced from 1969 through 1974. Output is 107 hp 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.

Applications

• Sep 1970-Jul 1973 Toyota Corona RT84/94
• Jan 1972-Aug 1973 Toyota Mark II RX16V - 95 PS (70 kW)

7R

The 1.6 L (1591 cc) 7R was produced from 1968 through 1971 with a twin throat down-draft carburettor.
The 7R-B was produced from 1968 through 1969 with dual SU carburettors 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 86 mm bore and shorter 68.5 mm stroke of the 7R gave different power characteristics.

Applications:

• 1968-1970 Toyota Corona (RT41 sedan, RT53 hardtop, RT54 hardtop)
• 1970 Toyota Corona (RT82 sedan)
• 1968-1970 Toyota Corona Mark II (RT6x)
• 1968-1971 Toyota Corona Mark II Wagon (RT76D)

8R

The 1.9 L (1,858 cc) 8R The engine was produced from 1968 through 1973.
Cylinder bore was 85.9 mm (3.38 in) and stroke was 80 mm (3.15 in) 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 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. 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 170 kg and as such was both lighter and more compact than its less powerful predecessor the 9R

Applications:

• 1970–1971 Toyota Hilux, 97 HP (72 kW)
• 1971–1973 Toyota Corona 1900 hardtop
• Toyota Corona Mark II RT72 Corona Mark II 1900 hardtop
• Toyota Corona Mark II RT72 Corona Mark II 1900 hardtop GSS (8R-G)

9R

The 1.6 L (1587 cc) 9R was produced from 1967 through 1968. Bore 80.5 x 78mm stroke

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 110 hp (82 kW) at 6,200 rpm and 101 lb·ft (136 N·m) at 5,000 rpm. It was a 2-valve DOHC design with two Solex carburettors and weighed 174 kg. A total of 2,229 9R engines were built.

Applications:

• Toyota Corona RT55 Corona 1600 GT hardtop

10R

The twin cam 1.9 L (1,858 cc) 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.

Output was 140 hp (104 kW) at 6,400 rpm and 123 lb·ft (166 N·m) at 5,200 rpm.

Applications:

• Toyota Corona Mark II RT75 Corona Mark II GSS

12R

The 1.6 L (1587 cc) 12R was produced from 1969 through 1988. It was also built in the Philippines as the 12R-M, 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: 80.5 × 78.0mm
- Compression ratio: 8,5:1
- Maximum power: 90 PS/5400rpm SAE

The 12R-LPG, was produced from 1969 through 1983.
Technical Specs : 1975 59KW 80HP redline 4,400 rpm

Applications:

• 1971-1978 Toyota Corona
• 1971-1972 Toyota Hilux
• 1977 Toyota Hiace
• 1975 Toyota Hiace Commercial Camper
• 1976 Daihatsu Taft (F20)
• Delta Mini Cruiser/Explorer

16R

The OHC 1.8 L (1,808 cc) 16R was produced from 1974 through 1980. Power output as mounted in a 1980 Mark II was 105 PS (77 kW) at 5,600 rpm, while a twin carburetted version produced 110 PS (81 kW) at 6,000 rpm. The 16R-B was produced for the first two years. There was also a 16R-J version for various commercial vehicle applications.

Applications:

• Oct 1975–Feb 1977 Toyota Carina RA10/16
• Toyota Mark II Van RX37V (16R-J), 95 PS (70 kW)
• Toyota Corona RT130/137
• Toyota HiAce RH12/14/17/41 (16R-J)

18R

The 18R series shared a 2.0 L (1,968 cc) block; cylinder bore was 88.5 mm (3.48 in) and stroke was 80 mm (3.15 in).

The 2 valve, SOHC versions were as follows:

Applications:

• 18R/18R-C/18R-U/18R-E
  • 1972 Toyota Corona 2000
  • 1972 Toyota Corona 2000 MK. II
  • 1972 Toyota Celica 2000
  • 197X Toyota Cressida 2000/Gen1
• 18R-C
  • 1972-1974 Toyota Hilux, 108 hp (80.5 kW)
  • 1974-1981 Toyota Celica 2000

18R-G

The 8-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 While most 18R-Gs had a head designed and made by Yamaha, a very few had Toyota heads. 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.

In 1975, air injection was added to the Japan-market 18R-GR for improved emissions. This used Solex carburettors 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.

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 four-valve heads and were called 152E, they were of 89 x 80 mm bore and stroke and 1,995 or 1,998 cc (depending on the source). The Group 4 rally version of the 152E had two twin-choke carburettors, and developed 240 PS (177 kW) at 9,000 rpm. Higher tuned engines developed as much as 300 PS (221 kW) at 9,200 rpm. German racing team Schnitzer also developed a turbocharged silhouette racing version of the Celica to take on the Porsche 935. With a KKK turbocharger, the Group 5 Celica developed 560 PS (412 kW) but reliability was less than satisfactory.

Applications:

• 1973-1981 Toyota Celica GT 2000
• 1982-1983 Toyota Celica GT 2000 (RA63)
• 1974-1983 Toyota Carina GT 2000
• 1978-1983 Toyota Celica Camry GT 2000
• 1973-1982 Toyota Corona GT 2000

19R

The 2-valve SOHC 2.0 L (1,968 cc) 19R was produced from 1974 through 1977. Cylinder bore was 88.5 mm (3.5 in) and stroke was 80.0 mm (3.1 in). 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 80 PS (59 kW). The 19R was a short-lived experiment by Toyota, and was only offered in Japanese market cars.

Applications:

• 1974-1977 Carina RA13/RA31
• 1974-1977 Corona RT103/RT123

20R

The two-valve SOHC 2.2 L (2189 cc) 20R was produced from 1975 through 1980. Cylinder bore was 88.4 mm (3.48 in) and stroke was 88.9 mm (3.5 in). Aluminum alloy heads were used.

Initial output was 96 hp (72 kW) at 4800 rpm (90 hp in California) and 120 lb·ft (162 N·m) at 2,800 rpm. Power was down slightly from 1978 through 1979 at 95 hp (71 kW) at 4800 rpm and 122 lb·ft (165 N·m) at 2400 rpm. The final version, from 1979 through 1980, was down again at 90 hp (67 kW) at 4800 rpm (still at 95 hp in Canada) and 122 lb·ft (165 N·m) at 2400 rpm.

Applications:

• 1975-1980 Toyota Hilux
• 1975-1980 Toyota Celica (U.S. Version)
• 1975-1980 Toyota Corona (U.S. Version)
• Toyota Stout (RK110/111)
• Toyota Coaster (RB11)

21R

The 2-valve SOHC 2.0 L (1,972 cc) 21R was produced from 1978 through 1987.
Cylinder bore was 84 mm (3.31 in) and stroke was 89 mm (3.5 in).

Output in 1978, constrained by emissions, was 105 hp (78 kW) at 5,200 rpm and 116 lb·ft (157 N·m) at 3,600 rpm. Air injection and emissions equipment for the 21R-C (1982–1985) dropped power down to 90 hp (67 kW) at 5,000 rpm. The air-injected Japanese version, the 21R-U, produced 105 hp (78 kW) at 5,200 rpm and 120 lb·ft (162 N·m) at 3,600 rpm but dropped to 101 hp (75 kW) at 5,400 rpm and 114 lb·ft (154 N·m) at 4,000 rpm in 1986.

Applications:

• 1978-1982 Toyota Carina RA46-A, RA56-A
• 1978-1981 Toyota Celica RA46-B
• 1981-1983 Toyota Celica RA60-B
• 1978-1983 Toyota Corona RT133
• 1978-1981 Toyota Cressida/Chaser RX40, RX41, RX60
• 1979-198? Toyota HiAce Wagon RH23G

22R

The 8-valve SOHC 2.4 L (2,366 cc) 22R was produced from 1981 through 1997.
Cylinder bore was 91.9 mm (3.62 in) and stroke was 88.9 mm (3.5 in).

Initial output was 97 hp (72 kW) at 4,800 rpm and 129 lb·ft (174 N·m) at 2,800 rpm.
By 1990 the 22R was producing 108 hp (81 kW) at 5,000 rpm and 138 lb·ft (187 N·m) at 3,400 rpm.

The first fuel injected 22R-E engines appeared in August 1982.
Output of these engines is commonly rated at 105 hp (78 kW) at 4,800 rpm and 137 lb·ft (185 N·m) at 2,800 rpm.

In 1985, the engine was significantly reworked, output was up to 114 hp (84 kW) at 4,800 rpm and 140 lb·ft (190 N·m) at 3,600 rpm. Many parts from the newer 22R-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. This system reduced drag on the engine, but is occasionally problematic. Every 80,000 to 140,000 miles, the chain will sometimes stretch to the point that the hydraulic-operated chain tensioner cannot take up any more slack. When this happens, the timing chain impacts the solid-plastic driver's side chain guide, breaking it within a few hundred miles of driving and creating a noticeable chattering sound in the front of the engine, especially when cold. If the engine continues to be operated after the guide breaks, the chain will stretch rapidly (an unfortunate characteristic of single row chains). The loose chain will cause inaccurate ignition timing, which usually results in noticeably rough running. In continued operation, the chain can jump a tooth on the drive sprocket or break entirely, with either case resulting in engine damage from valve/piston collisions. Also, the stretched chain will slap against the side of the timing cover, due to the broken guide, wear through the cover and into the coolant passage behind the water pump. This will cause coolant to drain into the crankcase/oil pan, possibly causing damage to internal engine components such as bearings, crankshaft and valve train, as well as damage caused by overheating due to the lack of coolant (since it has drained into the engine oil). The condition can also render a misdiagnosis of a head gasket failure when, in fact, the head gasket may still be good. The best fix is to buy an aftermarket timing-chain kit (with steel-backed guides) and a new timing cover; 'patching' the hole in a worn timing cover is strongly discouraged.

The turbocharged 22R-TE (sold from late 1985 through 1988) produced 135 hp (101 kW) at 4,800 rpm and 173 lb·ft (234 N·m) 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 22R is to use a 20R head. This head has smaller combustion chambers, giving a higher compression ratio, which then allows more power to be developed. The 20R head also flows better than the 22R head, which improves 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 impossible to use with the 22RE EFI system. For blocks 1985 and onwards, further modifications are required.

Applications:

• 22R
  • 1981 Toyota Corona
  • 1981-1988 Toyota Hilux
  • 1981-1984 Toyota Celica
  • 1991 Toyota Cressida
  • 1981-1995 Toyota Pickup
  • 1984 Toyota 4Runner
• 22R-E
  • 1985-1995 Toyota Hilux
  • 1983-1985 Toyota Celica
  • 1983-1987 Toyota Corona RT142
  • 1984-1995 Toyota Pickup
  • 1985-1995 Toyota 4Runner
  • 1989-1997 Volkswagen Taro
• 22R-TE
  • late 1985-1988 Toyota Hilux, 135 hp (101 kW)
  • 1986-1987 Toyota 4Runner

The Toyota KR engine family is a straight-3 piston engine series as 1KR-FE,1KR-DE and 1KR-DE2 designed by Daihatsu, which is a subsidiary of Toyota. The 1KR series uses aluminium engine blocks and chain driven DOHC cylinder heads.

It uses multi-point fuel injection, and has 4 valves per cylinder with VVT-i.The engine is also exceptionally light with a 69 kg weight with all ancillaries. This is due to the nature of the applications and weight of city cars.

1KR-FE

The 1KR-FE is a 1.0 L (996 cc) version built in Japan and Poland. Bore is 71 mm and stroke is 84 mm, with a compression ratio of 10.5:1. Output is 67 PS (49 kW) at 6000 rpm with 91 N·m (67 lb·ft) of torque at 4800 rpm or 71 PS (52 kW) at 6000 rpm with 94 N·m (69 lb·ft) of torque at 3600 rpm. When originally on sale it met European emission standard EU4 requirements and had CO₂ levels of 109 g/km, but current applications meet European emission standard EU5 and can have CO₂ levels as low as 99 g/km. This engine has been given the 2007, 2008, 2009 and 2010 International Engine of the Year awards in the sub-1.0 liter category.

Applications:

• Toyota Passo/Daihatsu Boon
• Toyota Aygo/Citroën C1/Peugeot 107
• Toyota Vitz/Yaris (2005–)
• Toyota Belta (2006-2012)
• Toyota iQ
• Daihatsu Cuore L276 (09.2007-)
• Daihatsu Sirion M300
• Subaru Justy (2008-)
• Toyota Wigo (2014-)

1KR-DE

The 1KR-DE is the non VVT-i variant of the 1KR engine. It produces less power and torque than 1KR-FE. Output is 65 PS (48 kW) at 6000rpm and 85 N·m (63 lb·ft) of torque at 3600rpm. Bore is 71 mm and stroke is 84 mm, while the engine displacement is 1.0 L (998 cc).

The 1KR-DE was specially designed for the Indonesian LCGC (Low Cost Green Car) market to reduce cost. The engine cylinder head cover is made from plastic-resin instead of aluminium to save 10 kg of weight. The exhaust manifold is integrated to the cylinder head together with the catalytic converter and oxygen sensor to save even more weight.

Applications:

• Toyota Agya/Daihatsu Ayla (2012-)

1KR-DE2

The 1KR-DE2 is the more powerful variant of the 1KR-DE engine which is redesigned by Perodua. It produces 66 PS (49 kW) at 6000rpm and 90 N·m (66 lb·ft) of torque at 3600rpm. Like the 1KR-DE, bore and stroke are at 71mm and 84mm respectively, and engine displacement remains at (998 cc) The 1KR-DE2 achieves Euro IV emission standard, but still lacks VVT-i when compared to 1KR-FE. The compression ratio for this engine is 11:1.

Applications:

• Perodua Axia (2014-)