Manual Motor 22r Toyota
Hello peeps Just purchased a 2017 Pro in Super White from Walter Audi of Riverside. I’m really excited to be the owner of this truck. It came with really low miles and had some minor upgrades (KO2 tires) that most likely I would of done off the bat. First truck purchase and long time admirer of the Tacoma- ever since the first gen came out. Growing up my old man had a 84 Toyota Pick-Up with a 22R, it was the first car I learn to drive, my dad absolutely loved that truck.
I’ve been a car enthusiast all my life, usually driven sport sedans. So this is quite a drastic change for me. Looking forward in getting acquainted with this community, this place has a abundance of info/knowledge that’s been a great help so far. Thank you everyone that contributes to this wonderful forum. I’ll post some pics later so I can share. She’s a beaut. I currently do not daily it, currently I’m driving a Audi S3 but it will be returned in a couple months(lease).
Not sure what I’m gonna get as a daily. I can tell the prior owner took pride in ownership. She only had 108xx miles upon purchase, I plan to keep it for long term. Funny story is when I was heading to Walters, I was contemplating my next Audi. Upon pulling in I couldn’t keep my eyes off the truck. Having such strong admiration for the tacos we came to an agreement 2 weeks later, it wasn’t exactly the terms I wanted but quite frankly the dealer knew what they had. I currently do not daily it, currently I’m driving a Audi S3 but it will be returned in a couple months(lease).
Not sure what I’m gonna get as a daily. I can tell the prior owner took pride in ownership. She only had 108xx miles upon purchase, I plan to keep it for long term. Funny story is when I was heading to Walters, I was contemplating my next Audi. Upon pulling in I couldn’t keep my eyes off the truck. Having such strong admiration for the tacos we came to an agreement 2 weeks later I ended coming to an agreement, it wasn’t exactly the terms I wanted but quite frankly the dealer knew what they had. I currently do not daily it, currently I’m driving a Audi S3 but it will be returned in a couple months(lease).
Not sure what I’m gonna get as a daily. I can tell the prior owner took pride in ownership. She only had 108xx miles upon purchase, I plan to keep it for long term. Funny story is when I was heading to Walters, I was contemplating my next Audi. Upon pulling in I couldn’t keep my eyes off the truck. Having such strong admiration for the tacos we came to an agreement 2 weeks later I ended coming to an agreement, it wasn’t exactly the terms I wanted but quite frankly the dealer knew what they had.
1953 Toyota R engine. The 1.5 L (1,453 cc) R family was produced from 1953 through 1964, and was originally manufactured at the. 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 via pushrods in a 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 version, the R-LPG, was produced for the last two years. The R engine was the Toyota engine used in the 1958, the first model to be exported to the United States. 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 Nm (lbft) Years Comments R 45 (60) at 4,400 rpm 108 (79.5) at 2,600 rpm 1953–1964 R-LPG 1962–1964 LPG Applications:. 1953-1955.
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1955-1956. 1955-1958 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 version, the 2R-LPG, was produced alongside the gasoline version. Production had been gradually transferred from the original Honsha plant to the new in 1968. Code Power kW (hp) Torque Nm (lbft) Years Comments 2R 55 (74) at 5,000 rpm 116 (85) at 2,600 rpm 1964–1969 2R-LPG 1964–1969 LPG Applications:. 1964-Jan 1970 RT40/RT46V/RT50/RT56. Feb 1970-Jan 1971 RT80/90/86V. 1968-1971. Toyota Bus RH15B.
1965-1967 RK43/RK47. PK41. RN10 3R. Toyota 3R-C engine. Taken at Toyota Fest 2007 in Long Beach, California. 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.
Code Power kW (PS) Torque Nm (lbft) Years Comments 3R 59 (80) at 4,600 rpm 142 (105) at 2,600 rpm 1959–1960 7.7 CR 3R 66 (90) at 5,000 rpm 142 (105) at 3,400 rpm 1960–1968 8.0 CR 3R-B 59 (80) at 4,600 rpm 142 (105) at 2,600 rpm 1960–1968 7.7 CR 3R-C emissions control - California 3R-LPG 1963–1968 LPG Applications:. 1963–1968. 1964–1967, originally 85 PS (63 kW).
1969–?. 1967–1969 (US). 1959–1967. 1959–? 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 (Japan) 5R The 2.0 L (1,994 cc) 5R family was produced from 1968 through 1986. An version, the 5R-LPG, was produced from 1968 through 1983. It was a 2-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 5,200 rpm and 125 lbft (169 Nm) at 3,000 rpm. Applications:.: third through sixth generation (RS50, RS60/66, RS80/RS100, and RS110). Only with LPG for taxi use in the last two generations.
RU10. RK101. RY20.
Aug 1981-? 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 RT84/94.
Jan 1972-Aug 1973 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 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 Nm (lbft) Compression Years Comments 7R 63 (85) at 5,500 rpm 123 (90) at 3,800 rpm 8.5 1968–1971 7R-B 75 (100) at 6,200 rpm 133 (98) at 4,200 rpm 9.5 1968–1969 Dual SU carburettors 7R-LPG 1969–1971 LPG Applications:.
1968-1970 (RT41 sedan, RT53 hardtop, RT54 hardtop). 1970 (RT82 sedan).
1968-1970 (RT6x). 1968-1971 (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, 8R-E, Californian-spec 8R-C and 8R-G. It was a major departure for the R family. With a 2-valve head, it impressed contemporary reviewers - praised its quietness and free-revving nature. The Toyota upped the ante again with the (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 (RT72) 1900 GSS.
18R-G on an engine stand The 8-valve 18R-G and its variations were produced from 1973 to 1982, replacing the and providing a performance engine which took advantage of the entire 2-litre limit of Japan's ' class. While most 18R-Gs had a head designed and made by, 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. 18R-G in an engine bay In 1975, air injection was added to the Japan-market 18R-GR for improved emissions.
This used Solex carburettors. A 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. These had four-valve heads and were called 152E, they were of 89 x 80 mm bore and stroke and 1995 or 1998 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 9000 rpm.
Higher tuned engines developed as much as 300 PS (221 kW) at 9,200 rpm. German racing team also developed a of the Celica, to take on the.
With a KKK turbocharger, the Group 5 Celica developed 560 PS (412 kW) but reliability was less than satisfactory. Code Power Torque Years Weight Comments PS kW at rpm kgm Nm lbft at rpm kg lb 18R-G 145 107 6400 18.0 177 130 5200 1972–1981 170 375 18R-GR 140 103 6400 17.2 169 124 4800 1973–1975 low compression for regular fuel 18R-GU 1 16.5 162 119 4800 1975–1978 182 401 emissions control - Japan. 18R-GEU 1 17.5 172 127 4800 1978–1982 166 366 EFI, emissions control (Japan). Applications:.
1973-1981 GT 2000. 1982-1983 GT 2000 (RA63).
1974-1983 GT 2000. 1978-1983 GT 2000. 1973-1982 GT 2000 19R The 2-valve 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, Toyota's licensed version of Honda's 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. 1974-1977 20R The two-valve 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 ) and 120 lbft (162 Nm) at 2,800 rpm. Power was down slightly from 1978 through 1979 at 95 hp (71 kW) at 4800 rpm and 122 lbft (165 Nm) 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 lbft (165 Nm) at 2400 rpm. Applications:. 1975-1980. 1975-1980 (U.S.
Toyota 22r Motor Reviews
Version). 1975-1980 (U.S. Version). (RK110/111).
(RB11) 21R The 2-valve 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 lbft (157 Nm) 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 lbft (162 Nm) at 3,600 rpm but dropped to 101 hp (75 kW) at 5,400 rpm and 114 lbft (154 Nm) at 4,000 rpm in 1986. Applications:. 1978-1982 RA46-A, RA56-A.
1978-1981 RA46-B. 1981-1983 RA60-B. 1978-1983 RT133. 1978-1980 RX40, RX41.
1980–1983 RX60. 1979-198? Wagon RH23G 22R. 22R-E engine fitted in a 1989 The 8-valve 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 lbft (174 Nm) at 2,800 rpm. By 1990 the 22R was producing 108 hp (81 kW) at 5,000 rpm and 138 lbft (187 Nm) at 3,400 rpm.
The first 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 lbft (185 Nm) 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 lbft (190 Nm) 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 (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.
The new system reduced drag on the engine but introduced a new maintenance problem. After about 100,000 miles 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.
Crate Motor Toyota 22r
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. 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 (sometimes mis-diagnosed as a head gasket failure). 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 and 22RE 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 100,000 mile 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 22R-TE (sold from late 1985 through 1988) produced 135 hp (101 kW) at 4,800 rpm and 173 lbft (234 Nm) at 2,800 rpm.
Manual Motor 22r Toyota
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, and 4-cylinder engines are better suited for performance applications. A popular modification to the early 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 can also flow 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 almost impossible (there’s a lot of matching necessary) to use with the 22RE EFI system. For blocks 1985 and onwards, further modifications are required.
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