The
Toyota R family was a
series of
straight-4 engines produced
from 1953 through 1995. It was designed for
longitudinal use in such vehicles as the
Celica and
Cressida.
OHC versions
featured a chain-driven
camshaft.
History of the R family
R
The 1.5 L (1453 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."
| Code |
Power kW (HP) |
Torque N·m (ft·lbf) |
Years |
Comments |
| R |
45 (60) at 4400 rpm |
108 (79.5) & 2600 rpm |
1953–1964 |
|
| R-LPG |
|
|
1962–1964 |
LPG |
Applications:
2R
The 1.5 L (1490 cc)
2R family was
produced from 1964 through 1969.
Again, an
LPG version, the
2R-LPG, was produced alongside the gasoline
version all five years.
| Code |
Power kW (HP) |
Torque N·m (ft·lbf) |
Years |
Comments |
| 2R |
55 (74) at 5000 rpm |
116 (85) at 2600 rpm |
1964–1969 |
|
| 2R-LPG |
|
|
1964–1969 |
LPG |
3R
Toyota 3R-C
The 1.9 L (1897 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.
| Code |
Power kW (HP) |
Torque N·m (ft·lbf) |
Years |
Comments |
| 3R |
60 (80) at 4600 rpm |
142 (105) at 2600 rpm |
1959–1960 |
7.7 CR |
| 3R |
67 (90) at 5000 rpm |
142 (105) at 3400 rpm |
1960–1968 |
8.0 CR |
| 3R-B |
60 (80) at 4600 rpm |
142 (105) at 2600 rpm |
1960–1968 |
7.7 CR |
| 3R-C |
|
|
|
emissions control - California |
| 3R-LPG |
|
|
1963–1968 |
LPG |
Applications:
4R
The 1.6 L (1587 cc)
4R family was
produced from 1965 through 1968.
Bore was 78 mm.
Applications:
5R
The 2.0 L (1994 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 5200 rpm and
125 ft·lbf (169 N·m) at 3000 rpm.
6R
The 1.7 L (1707 cc)
6R was produced from
1969 through 1974.
Output was 107hp at 5300 rpmThe
6R-B was produced
those same years.
The
6R-LPG was produced from 1970 through
1973.
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.
| Code |
Power kW (HP) |
Torque N·m (ft·lbf) |
Compression |
Years |
Comments |
| 7R |
63 (85) at 5500 rpm |
123 (90) at 3800 rpm |
8.5 |
1968–1971 |
|
| 7R-B |
75 (100) at 6200 rpm |
133 (98) at 4200 rpm |
9.5 |
1968–1969 |
Dual SU carburettors |
| 7R-LPG |
|
|
|
1969–1971 |
LPG |
Applications:
8R
The 1.9 L (1858 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.
| Code |
Power kW (HP) |
Torque N·m (ft·lbf) |
Compression |
Years |
Comments |
| 8R |
81 (108) at 5500 rpm |
153 (113) at 3800 rpm |
9.0 |
1968–1972 |
|
| 8R-B |
82 (110) at 6000 rpm |
152 (112) at 4000 rpm |
10.0 |
1969–1971 |
Dual SU carburettors |
| 8R-D |
|
|
|
|
|
| 8R-E |
|
|
|
|
EFI |
| 8R-C |
81 (108) at5500 rpm |
174 (128) at 3600 rpm |
9.0 |
|
Californian emissions controls |
| 8R-G |
104 (140) at 6400 rpm |
166 (123) at 5200 rpm |
|
1969–1972 |
DOHC, dual side-draft carburettors |
Applications:
9R
The 1.6 L (1587 cc)
9R was produced from
1967 through 1968.
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 6200 rpm and
101 ft·lbf (136 N·m) at 5000 rpm. It was a 2-valve
DOHC design.
Applications:
10R
The 1.9 L (1858 cc)
10R was produced
from 1967 through Feb 1971.In Feb 1971 it was renamed the
8R-G.Output was 140 hp (104 kW) at 6400 rpm and
123 ft·lbf (166 N·m) at 5200 rpm.
Applications:
12R
The 1.6 L (1587 cc)
12R was produced
from 1969 through 1988.
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: 90hp/5400rpm SAE
The
12R-LPG, was produced from 1969 through
1983.
Technical Specs : 1975 59KW 80HP redline 4400Rpm
Applications:
16R
The 1.8 L (1808 cc)
16R was produced
from 1974 through 1980.
The
16R-B was produced for the first two
years.
18R
The
18R series shared a 2.0 L (1968 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:
| Code |
Power kW (HP) |
Torque N·m (ft·lbf) |
Years |
Comments |
| 18R |
64–66 (86–89) |
142–145 (105–107) |
1971–1981 |
| 18R-C |
72 (97) at 5500 rpm |
143–145 (106–107) at 3600 rpm |
1971–1981 |
emissions control - worldwide |
| 18R-U |
75 (100) at 5500 rpm |
152 (112) at 3600 |
1975–1978 |
emissions control - Japan |
| 18R-E |
84 (113) at 5600 rpm |
172 (127) at 4400 rpm |
1974–1975 |
EFI, Japan only |
Applications:
- 18R/18R-C/18R-U/18R-E
- 18R-C
18R-G
The 2-valve
DOHC 18R-G and its
variations were produced from 1973 to 1982. 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.
In 1973, air injection was added to the Japan-market
18R-GR for improved emissions. A
fuel injected Japan-market version, the
18R-GEU, was produced from 1978 through
1982.
Competition versions of the 18R-G and -GE include those used in
rally Celicas of the period. Some of these engines had 4-valve
heads and developed up to 240 HP (180 kW) of power.
| Code |
Power kW (HP) |
Torque N·m (ft·lbf) |
Years |
Comments |
| 18R-G |
82–108 (110–145) at 6400 rpm |
177 (131) at 5200 rpm |
1973–1981 |
|
| 18R-GR |
104 (140) at 6400 rpm |
169 (124) at 4800 rpm |
1973–1975 |
low compression for regular fuel |
| 18R-GU |
97 (130) at 6000 rpm |
162 (119) at 4800 rpm |
1975–1978 |
emissions control - Japan. |
| 18R-GEU |
101 (135) at 5800 rpm |
172 (127) at 4400 rpm |
1978–1982 |
EFI, emissions control (Japan). |
Applications:
19R
The 2-valve
SOHC 2.0 L (1968 cc)
19R was produced from 1974 through 1977.
Cylinder bore was 88.5 mm and stroke was 80 mm . The
crank was shared with the 18R.
Applications:
20R
The 2-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 ft·lbf (162 N·m) at
2800 rpm. Power was down slightly from 1978 through
1979 at 95 hp (71 kW) at 4800 rpm and
122 ft·lbf (165 N·m) at 2400 rpm. The final version,
from 1979 through 1980, was down again at 90 hp (67 kW)
at 4800 rpm (95 HP Canada) and 122 ft·lbf (165 N·m)
at 2400 rpm.
Applications:
21R
The 2-valve
SOHC 2.0 L (1972 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 5200 rpm and 116 ft·lbf (157 N·m) at
3600 rpm.
Air injection and California emissions equipment for the 21R-C
(1982-1985) dropped power down to 90 hp (67 kW) at
5000 rpm. The air-injected Japanese version, the
21R-U, produced 105 hp (78 kW) at
5200 rpm and 120 ft·lbf (162 N·m) at 3600 rpm
but dropped to 101 hp (75 kW) at 5400 rpm and
114 ft·lbf (154 N·m) at 4000 rpm in 1986.
22R
The 2-valve
SOHC 2.4 L (2366 cc)
22R was produced from 1981 through 1995.
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 4800 rpm and
129 ft·lbf (174 N·m) at 2800 rpm.
By 1990 the 22R was producing 108 hp (81 kW) at
5000 rpm and 138 ft·lbf (187 N·m) at
3400 rpm.
The first
fuel injected
22R-E engines appeared in 1983.
Output of these engines is commonly rated at 105 hp
(78 kW) at 4800 rpm and 137 ft·lbf (185 N·m) at
2800 rpm.
In 1985, the engine was significantly reworked, output was up to
112 hp (84 kW) at 4600 rpm and 142 ft·lbf
(192 N·m) at 3400 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 was inherently problematic. Every 80,000 to
140,000 miles, the chain stretches to the point that the
hydraulic-operated chain tensioner can not take up any more slack.
When this happens, the timing chain impacts driver's side chain
guide, breaking the plastic within a few hundred miles of driving.
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 causes inaccurate ignition timing
which usually results in noticeable 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, and
can wear through the cover and into the coolant passage behind the
water pump. This will cause coolant to drain in to the crankcase /
oil pan, possibly causing damage to internal engine components such
as the bearings, crankshaft, camshaft as well as damage caused by
overheating due to the lack of coolant (since it has drained into
the engine oil).
The
turbocharged
22R-TE (sold from late 1985 through 1988) produced
135 hp (101 kW) at 4800 rpm and 173 ft·lbf
(234 N·m) at 2800 rpm.
However, its weakness is high-end power. Thus, most
performance enthusiasts usually prefer the Toyota
18R-G,
2T-G,
4A-GE and
3S-GE 4-cylinder
engines, The
22R has a bigger displacement and a
strong block, but its comparatively long stroke limits its use in
high revving applications.
The engines are extremely well known for their durability, decent
fuel efficiency and good low to mid range torque.
A popular modification to the 22R is to use a 20R head. This has a
smaller combustion chamber, giving a higher compression ratio which
then allows more power to be developed. This is a simple bolt-on
modification for the early, pre 1985, block. For the later, 1985
onwards, 22R block, further modifications are required.
| Code |
Power kW (HP) |
Torque N·m (ft·lbf) |
Years |
Comments |
| 22R |
72 (97) at 4800 rpm |
174 (129) & 2800 rpm |
1981–1990 |
carb, dual row timing chain ('81-'82)carb, single row timing
chain ('83-'90) |
|
| 22R |
81 (108) at 5000 rpm |
187 (138) & 3400 rpm |
1990–1995 |
|
| 22R-E |
78 (105) at 4800 rpm |
185 (137) & 2800 rpm |
1983–1984 |
EFI, single row timing chain |
| 22R-E |
84 (112) at 4600 rpm |
192 (142) & 3400 rpm |
1985–1995 |
EFI, single row timing chain |
| 22R-TE |
101 (135) at 4800 rpm |
234 (173) & 2800 rpm |
1986–1988 |
turbocharged, single row timing chain |
Applications:
References
- Corona 1500 Parts Catalog, No.53282-67
- Toyota Corona Deluxe, Parts Catalog, No.53212-68
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