Toyota R 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 versions featured a chain-driven camshaft.

History of the R family

R

The R family was produced from 1953 through 1964, and was originally manufactured at the Toyota Honsha plant.
Bore and stroke was. In common with new engines of the time, it was made from cast iron, 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. Induction was by a twin throat down-draft carburettor, the compression ratio was 8.0:1 and the total weight was. 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."
CodePowerTorqueYearsComments
R at 4,400 rpm at 2,600 rpm1953–1964
R-LPG1962–1964LPG

Applications:
The 2R family was produced from 1964 through 1971. It is a square engine, with bore and stroke of.
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.
CodePowerTorqueYearsComments
2R at 5,000 rpm at 2,600 rpm1964–1969
2R-LPG1964–1969LPG

Applications:
The 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.
CodePowerTorqueYearsComments
3R at 4,600 rpm at 2,600 rpm1959–19607.7 CR
3R at 5,000 rpm at 3,400 rpm1960–19688.0 CR
3R-B at 4,600 rpm at 2,600 rpm1960–19687.7 CR
3R-Cemissions control – California
3R-LPG1963–1968LPG

Applications:
The 4R family was produced from 1965 through 1968.
Bore and stroke was.
Applications:
The 5R family was produced from 1968 through 1986. An LPG version, the 5R-LPG, was produced from 1968 through 1983.
It is a two-valve OHV engine. Cylinder bore and stroke are. Output was at 5200 rpm and at 3000 rpm. Trucks such as the Dyna received a version tuned for torque, with a maximum power of at 4600 rpm and torque of at 3000 rpm.
Applications:
The 6R was produced from 1969 through 1974. Output is 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:
The 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 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 bore and shorter stroke of the 7R gave different power characteristics.
CodePowerTorqueCompressionYearsComments
7R at 5,500 rpm at 3,800 rpm8.51968–1971
7R-B at 6,200 rpm at 4,200 rpm9.51968–1969Dual SU carburettors
7R-LPG1969–1971LPG

Applications:
The 8R The engine was produced from 1968 through 1973.

Cylinder bore and stroke was 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 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 1900 GSS. The 10R/8R-G weighed in at and as such was both lighter and more compact than its less powerful predecessor the [|9R]
CodePowerTorqueCompressionYearsComments
8R at 5,500 rpm at 3,800 rpm9.01968–1972
8R-B at 6,000 rpm at 4,000 rpm10.01969–1971Dual SU carburetors
8R-D
8R-EEFI
8R-C at 5,500 rpm at 3,600 rpm9.0Californian emissions controls
8R-G at 6,400 rpm at 5,200 rpm1969–1972DOHC, dual side-draft carburettors

Applications:
The 9R was produced from 1967 through 1968. Bore and 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.
Output was at 6,200 rpm and at 5,000 rpm. It was a 2-valve DOHC design with two Solex carburettors and weighed. A total of 2,229 9R engines were built.
Applications:
The twin cam 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 at 6,400 rpm and at 5,200 rpm.
Applications:
The 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

– Four cylinder, 4-stroke, OHV

– Bore × stroke:

– Compression ratio: 8,5:1

– Maximum power: at 5400 rpm SAE
The 12R-LPG, was produced from 1969 through 1983.

Technical Specs: 1975 redline 4,400 rpm
Applications:
The OHC 16R was produced from 1974 through 1980. Power output as mounted in a 1980 Mark II was at 5,600 rpm, while a twin carburetted version produced 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:
The 18R series shared a block; cylinder bore and stroke was.
The 2 valve, SOHC versions were as follows:
CodePowerTorqueYearsComments
18R
at 5000 rpm
at 3600 rpm		1971–1981
?
non-emissions Hilux
18R-C at 5500 rpm at 3600 rpm1971–1981emissions control – worldwide
18R-U at 5500 rpm at 3600 rpm1975–1978emissions control – Japan
18R-E at 5600 rpm at 4400 rpm1974–1975EFI, Japan only

Applications:
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 bore and stroke and . The Group 4 rally version of the 152E had two twin-choke carburettors, and developed at 9000 rpm. Higher tuned engines developed as much as 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 but reliability was less than satisfactory.
CodePowerTorqueYearsWeightComments
18R-G at 6400 rpm at 5200 rpm1972–1981
18R-GR at 6400 rpm at 4800 rpm1973–1975low compression for regular fuel
18R-GU at 5800 rpm at 4800 rpm1975–1978emissions control – Japan.
18R-GEU at 5800 rpm at 4800 rpm1978–1982EFI, emissions control.

Applications:
The 2-valve SOHC 19R was produced from 1974 through 1977. Cylinder bore and stroke was. 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. The 19R was a short-lived experiment by Toyota, and was only offered in Japanese market cars.
Applications:
The 2-valve SOHC 20R was produced from 1975 through 1980. Cylinder bore and stroke was. Aluminum alloy heads were used.
Initial output was at 4800 rpm and at 2,800 rpm. Power was down slightly from 1978 through 1979 at at 4800 rpm and at 2400 rpm. The final version, from 1979 through 1980, was down again at at 4800 rpm and 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.
Applications:
The 2-valve SOHC 21R was produced from 1978 through 1987.
Cylinder bore and stroke was.
Output in 1978, constrained by emissions, was at 5,200 rpm and at 3,600 rpm. Air injection and emissions equipment for the 21R-C dropped power down to at 5,000 rpm. The air-injected Japanese version, the 21R-U, produced at 5,200 rpm and at 3,600 rpm but dropped to at 5,400 rpm and at 4,000 rpm in 1986.
Applications:
The 8-valve SOHC 22R was produced from 1981 through 1997.
Cylinder bore and stroke was.
Initial output was at 4,800 rpm and at 2,800 rpm.

By 1990 the 22R was producing at 5,000 rpm and at 3,400 rpm.
The first fuel injected 22R-E engines appeared in August 1982.

Output of these engines is commonly rated at at 4,800 rpm and at 2,800 rpm.
In 1985, the engine was significantly reworked, output was up to at 4,800 rpm and 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.
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 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. 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 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 produced at 4,800 rpm and 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. Unlike 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 to use with the 22R-E EFI system. For blocks 1985 and onwards, further modifications are required.
CodePowerTorqueYearsComments
22R at 4,800 rpm at 2,800 rpm1981–1990carb, dual row timing chain
carb, single row timing chain
22R at 5,000 rpm at 3,400 rpm1990–1995
22R-E at 4,800 rpm at 2,800 rpm1983–1984EFI, single row timing chain
22R-E at 4,800 rpm at 3,600 rpm1985–1997EFI, single row timing chain
22R-TE at 4,800 rpm at 2,800 rpm1986–1988turbocharged, single row timing chain

Applications: