Shopping on line can be easy, simple and save you lots of money. It can also take a lot of your time, frustrate you, and result in unwanted purchases. Now the same can be said for regular high street shopping, but with the vast opportunity presented by the Internet it will pay you to spend a few minutes reading this and understanding how to better optimize your Toyota R Engine shopping experience:

1. Compare - without doubt the biggest advantage that the Toyota R Engine offers shoppers today is the ability to compare thousands of Toyota R Engine at a time. This is a great thing, but not necessarily all the time! Too much can be daunting at times so take advantage of the great comparison sites and where possible let them do the hard work for you.

2. Research - if it has been said it will be on the internet. Ignorance is no longer a justifiable reason for buying the wrong thing. Take the time to research in detail everything that you could possible want to know about

3. Testimonials - don't know anybody that has bought a Toyota R Engine? Wrong! If the Toyota R Engine is good the internet will let you know. Use the Internet as a friend and get testimonials before you buy.

4. Questions - Got a question about Toyota R Engine then search the Forums, FAQ's, Blogs etc. Don't be afraid to ask .....

5. Reputation - Never heard of the company selling Toyota R Engine? Don't worry, no reason why you should know every company in the world, but you know someone that does! Use the internet to find out what people are saying about Toyota R Engine and build up a picture of their reputation for sales, returns, customer service, delivery etc.

6. Returns - still worried that even after all of the above your Toyota R Engine wont be what you want? Check out the returns policy. There is so much competition now that someone, somewhere is bound to offer the terms that you are comfortable with.

7. Feedback - happy with your Toyota R Engine then let people know, after all you are depending on others people input in your buying decision, so why not give a little back.

8. Security - check for the yellow padlock on the Toyota R Engine site before you buy, and the s after http:/ /i.e. https:// = a secure site

9. Contact - got a question about Toyota R Engine, or want to leave a comment then check out the sites contact page. Reputable companies have them and respond.

10. Payment - ready to pay for your Toyota R Engine, then use your credit card or PayPal! Be aware of companies that don't accept them, there may be genuine reasons but given the huge amount of choice you have when buying online there is no reason at all not to buy via credit card or PayPal.

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 Toyota Celica and Toyota 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). An Autogas version, the R-LPG, was produced for the last two years.

The R engine was the first Toyota engine to be used in a United States-market vehicle, the 1958 Toyota Crown. Output for that engine was 60 hp (45 kW) at 4400 rpm with 79.5 ft·lbf (108 N·m) of torque at 2600 rpm. 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." It was invented by Michael J Bradley out of Tokyo,Japan.

2R The 1.5 L (1490 cc) 2R family was produced from 1964 through 1969.

Again, an Autogas version, the 2R-LPG, was produced alongside the gasoline version all five years.

3R The 1.9 L (1897 cc) 3R family was produced from 1959 through 1968.
A 3R-B version was offered from 1960 through 1968.
The 3R-LPG variant was made for the last five years.

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 Autogas version, the 5R-LPG, was produced from 1968 through 1983.

It was a 2-valve Overhead valve 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.
The 7R-B was produced from 1968 through 1969.
The 7R-LPG was produced from 1969 through 1970.

8R The 1.9 L (1858 cc) 8R The engine was produced from 1968 through 1972.
Cylinder bore was 85.9 mm (3.38 in) and stroke was 80 mm (3.15 in).
It was also available as the 8R-B, 8R-E, and California-spec 8R-C.

It was a major departure for the R family. With a 2-valve SOHC head, it impressed contemporary reviewers - Road & Track praised quietness and free-revving nature. Output was 108 hp (81 kW) at 5500 rpm and 113 ft·lbf (153 N·m) at 3800 rpm.

Applications:

8R-G The Toyota again upped the ante with the DOHC (but still 2-valve) 8R-G, produced from 1969 through 1972.
Until Feb 1971 it was known as the 10R.

Output was 140 hp (104 kW) at 6400 rpm and 123 ft·lbf (166 N·m) at 5200 rpm.

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.
The 12R-LPG, was produced from 1969 through 1983.

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 18R produced 86-89 hp (64-66 kW) and 105–107 ft·lbf (142–145 N·m). It was also available in California spec (18R-C) from 1971 through 1974. Output was 97 hp (72 kW) at 5500 rpm and 106 ft·lbf (143 N·m) at 3600 rpm. The Japan-spec 1975-1981 18R-U produced 100 hp (75 kW) at 5500 rpm.

Applications: came in the ra23,ra28 and ra40 but owners of these useally upgraded to the 18r-g as it bolts straight in 18R-G The 2-valve DOHC 18R-G was produced from 1972 through 1974. Output was 110–145 hp (82–108 kW) at 6400 rpm and 131 ft·lbf (177 N·m) at 5200 rpm. It was also available in Japan-spec (The 1975 18R-GU) with 130 hp (97 kW) at 6000 rpm.

While most 18R-Gs had a head designed and made by Yamaha Motor Company, a very few had Toyota heads. Yamaha's tuning-fork logo can be seen on the Yamaha heads.

Air injection was added in 1973's 18R-GR for improved emissions. Output was 140 hp (104 kW) at 6400 rpm.

A fuel injected Japan-market version, the 18R-GEU, was produced from 1978 through 1982. This pushed output up to 135 hp (101 kW) at 5800 rpm and 127 ft·lbf (172 N·m) at 4400 rpm.

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.

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 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 96 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.

The turbocharged 22R-TE (sold from 1984 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, 3T-G, 4A-GE and Toyota 3S-GE 4-cylinder engines, even though the 22R has a bigger displacement and a strong block.

The engines are extremely well known for their durability, high gas mileage and low to mid range torque.

Applications:

See also

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 Toyota Celica and Toyota 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). An Autogas version, the R-LPG, was produced for the last two years.

The R engine was the first Toyota engine to be used in a United States-market vehicle, the 1958 Toyota Crown. Output for that engine was 60 hp (45 kW) at 4400 rpm with 79.5 ft·lbf (108 N·m) of torque at 2600 rpm. 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." It was invented by Michael J Bradley out of Tokyo,Japan.

2R The 1.5 L (1490 cc) 2R family was produced from 1964 through 1969.

Again, an Autogas version, the 2R-LPG, was produced alongside the gasoline version all five years.

3R The 1.9 L (1897 cc) 3R family was produced from 1959 through 1968.
A 3R-B version was offered from 1960 through 1968.
The 3R-LPG variant was made for the last five years.

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 Autogas version, the 5R-LPG, was produced from 1968 through 1983.

It was a 2-valve Overhead valve 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.
The 7R-B was produced from 1968 through 1969.
The 7R-LPG was produced from 1969 through 1970.

8R The 1.9 L (1858 cc) 8R The engine was produced from 1968 through 1972.
Cylinder bore was 85.9 mm (3.38 in) and stroke was 80 mm (3.15 in).
It was also available as the 8R-B, 8R-E, and California-spec 8R-C.

It was a major departure for the R family. With a 2-valve SOHC head, it impressed contemporary reviewers - Road & Track praised quietness and free-revving nature. Output was 108 hp (81 kW) at 5500 rpm and 113 ft·lbf (153 N·m) at 3800 rpm.

Applications:

8R-G The Toyota again upped the ante with the DOHC (but still 2-valve) 8R-G, produced from 1969 through 1972.
Until Feb 1971 it was known as the 10R.

Output was 140 hp (104 kW) at 6400 rpm and 123 ft·lbf (166 N·m) at 5200 rpm.

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.
The 12R-LPG, was produced from 1969 through 1983.

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 18R produced 86-89 hp (64-66 kW) and 105–107 ft·lbf (142–145 N·m). It was also available in California spec (18R-C) from 1971 through 1974. Output was 97 hp (72 kW) at 5500 rpm and 106 ft·lbf (143 N·m) at 3600 rpm. The Japan-spec 1975-1981 18R-U produced 100 hp (75 kW) at 5500 rpm.

Applications: came in the ra23,ra28 and ra40 but owners of these useally upgraded to the 18r-g as it bolts straight in 18R-G The 2-valve DOHC 18R-G was produced from 1972 through 1974. Output was 110–145 hp (82–108 kW) at 6400 rpm and 131 ft·lbf (177 N·m) at 5200 rpm. It was also available in Japan-spec (The 1975 18R-GU) with 130 hp (97 kW) at 6000 rpm.

While most 18R-Gs had a head designed and made by Yamaha Motor Company, a very few had Toyota heads. Yamaha's tuning-fork logo can be seen on the Yamaha heads.

Air injection was added in 1973's 18R-GR for improved emissions. Output was 140 hp (104 kW) at 6400 rpm.

A fuel injected Japan-market version, the 18R-GEU, was produced from 1978 through 1982. This pushed output up to 135 hp (101 kW) at 5800 rpm and 127 ft·lbf (172 N·m) at 4400 rpm.

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.

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 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 96 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.

The turbocharged 22R-TE (sold from 1984 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, 3T-G, 4A-GE and Toyota 3S-GE 4-cylinder engines, even though the 22R has a bigger displacement and a strong block.

The engines are extremely well known for their durability, high gas mileage and low to mid range torque.

Applications:

See also



 

Toyota R Engine



 
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